X'TREME BIKE'S

Honda CBR 250r 2011

noreply@blogger.com (jaja) — Tue, 11 Jan 2011 20:58:43 PST

The new CBR250R road sports model featuring Honda's electronically controlled fuel injection system (PGM-FI) made its first public appearance at the Thailand International Motor Expo 2010, on November 27, 2010. By officially launching at the event, Thai Honda aims to position the CBR250R as a sportsbike to satisfy all types of riders, with its low running costs, outstanding fuel efficiency and easy handling, without having to sacrifice the sophistication, riding thrill and styling.

The CBR250R is equipped with a newly-developed liquid-cooled 250cc 4-stroke 4-valve single-cylinder DOHC engine coupled to a constant mesh 6-speed return transmission. The full-cowl body presents a highly advanced design full of functional beauty. The light and compact frame, made of a highly-rigid diamond shape in a truss structure, offers agile handling and steady maneuverability, while the cowl design enables optimal control of the wind toward the engine or the rider. Performance is enhanced by adopting the electronically controlled fuel injection system (PGM-FI), without sacrificing high environmental performance that meets Euro 3 emission standards.

In the area of safety technology, the CBR250R incorporates Combined ABS (a world first for a 250cc-class motorcycle), which combines a front/rear wheel interlocking brake system with an anti-lock brake system (ABS). The Combined ABS makes vehicle movements more stable during braking by bringing together a Combined Brake System (CBS, a front- and rear-wheel interlocking braking system) and an Anti-lock Brake System (ABS, a braking system that prevents wheel lock during sudden braking or under unfavorable conditions). The rear suspension adopts a Pro-link suspension with five-position preload adjuster, allowing adjustment to respond to the rider's preferences, riding in tandem, and other demands. Other safety features found only on larger motorcycles such as easy-to-grasp separate left/right rear grips come as standard.

Sales in Thailand commence on December 10, with a special CBR Platinum Package consisting of the Honda Roadside Assistance service and one-year Free Maintenance Coupon for customers who purchase before December 31.

ENGINE

The CBR250R engine was developed by aiming at a global single-cylinder engine that transcends regions, while being sporty and eco-friendly at the same time, with a look ahead at the next generation.

What should a next-generation liquid-cooled 250cc single-cylinder engine that is also ecofriendly be like?

What should the output characteristics of a 250cc single-cylinder sport bike be when the comfort and the ease of handling that can satisfy customers all over the world are taken into account?

How can an engine that is light and compact and yet has a high-quality feel be able to support the ride as the rider wants it?

With these questions in mind and aiming at the output characteristics that would realize a light and sporty maneuverability in the complete vehicle while retaining the advantages of fuel economy and ease of handling of conventional single-cylinder engines, we have developed a new 250cc single-cylinder engine that is light and compact and runs smoothly not just at low rpm but also in the high rpm range.

CHASIS

Our development objectives for the frame and chassis include fusing flexibility with a rigid feel at a high level through mass centralization and satisfying the sporty feel a rider gets the moment they mount the bike. Development also aimed to provide a basic riding performance that covers body size, dimensions, driving stability, and riding position; these factors were optimized for riders of all kinds from beginners to experienced riders so that they can feel the fun of maneuvering -a fundamental element of motorcycle riding. A rider should be able to use the bike casually in everyday life, go touring at times, and enjoy a sporty ride at other times.

More specific objectives included the following:

• A frame that will realize agile handling and steady maneuverability characteristics as a 250cc full-cowl sport model

• A sporty riding position that takes into account a level of comfort and ease of handling that will satisfy customers around the world

• A secure suspension capable of supporting the ride that the rider wants and maximizing bike performance

• The first introduction in its class of Combined ABS, which provides customers with a sense of security

TECHNICAL SPECIFICATION

Sales name CBR250R

Model type Honda MC41

Overall length × Overall width × Overall height (m) 2.035 × 0.720 × 1.125

Wheelbase (m) 1.370

Ground clearance (m) 0.145

Seat height (m) 0.780

Curb weight (kg) 161 (STD) 165 (ABS)

Riding capacity (No. of people) 2

Minimum turning radius (m) 2.5

Engine type CS250RE, liquid-cooled 4-stroke DOHC single cylinder

Displacement (cm³) 249

Bore × Stroke (mm) 76.0 × 55.0

Compression ratio 10.7

Fuel supply system Programmed fuel injection system (PGM-FI)

Starter type Self-starter

Ignition type Full-transistor battery ignition

Lubricating type Wet sump

Fuel tank capacity (L) 13

Clutch type Wet multiplate with coil springs

Transmission type Constant mesh 6-speed return

Transmission gear ratio 1-speed 3.333

2-speed 2.118

3-speed 1.571

4-speed 1.304

5-speed 1.115

6-speed 0.963

Reduction gear ratio (primary, secondary) 2.808 / 2.714

Caster angle/Trail (mm) 25º00´/ 95

Tire size Front 110/70-17M/C

Rear 140/70-17M/C

Brake type Front Hydraulic disk

Rear Hydraulic disk

Suspension type Front Telescopic

Rear Swing arm (Pro-link suspension system)

Frame type Diamond

New Ducati Multistrada 1200 ~ 2010

noreply@blogger.com (jaja) — Wed, 22 Sep 2010 00:49:52 PDT

PRESS RELEASE:

MULTISTRADA 1200 - THE BEGINNING

A new biking concept'. That was the brief given to the Ducati designers when they started work on the original Multistrada. It arrived on the market in spring of 2003 and created a new and exciting segment, typical of the Bologna manufacturer. A new vision which combined sports performance with trail-blazing capabilities while providing an extremely comfortable ride and unrivalled versatility.

Initially produced with the air-cooled 1000 DS engine, which was later upgraded to 1100cc in 2006, the Multistrada immediately made a name for itself with its bold personality. Thanks to an impressive technical specification it soon became synonymous with pure riding pleasure, being equally at ease on mountain roads and motorways, ideal for long distances while agile and manageable in town.

Now, Ducati have taken the concept further, with a design that satisfies all the demands of a motorcyclist combined into one bike: a Multistrada with the emphasis on Multi, a sportbike which is powerful and fun but also easy to ride and whose first priority is safety and comfort.

The new Multistrada 1200 has arrived.

Ducati wanted to produce a motorcycle to tackle any kind of journey and road surface, a motorcycle that used technology derived from the Bologna-made race bikes in MotoGP and World Superbike. A bike without limits, which could transform itself to suit the rider's needs and not the other way around. A motorcycle that is four bikes in one.

From a supersport to a tourer for long journeys with a passenger and luggage, to an everyday bike which could breeze through the daily commute and also tackle off-road routes with the agility of an enduro. The goal was a versatile bike able to achieve impressive levels of performance at all times and in all places. A bike that didn't exist until now!

Ducati have once again pushed the limits of motorcycle design by adding Italian innovation to the elegance, style and technology which characterises the motorcycles that come out of its Bologna factory. All it needed was a heart, the perfect engine to realise the potential of this new design. The obvious starting point was the World Championship-winning engine, the Testastretta, used on the Superbike 1198 and work started to create the perfect power characteristics for the Multistrada 1200. Engineers in Bologna have succeeded in harnessing the immense power of this engine, making it smooth and adaptable to suit to any occasion. They have created the new Testastretta 11° engine, a significant step forward in balancing performance with usability.

MULTISTRADA 1200: FOUR-BIKES-IN-ONE!

Four different motorcycles, available at the touch of a button, change the fundamental characteristics of the new Multistrada 1200. Power and torque delivery, suspension settings, and traction control can be changed – even while riding – to enable the motorcycle to adapt to the needs of the rider and not the other way around. With the Multistrada 1200, Ducati introduce the concept of four-bikes-in-one with four Riding Modes: Sport, Touring, Urban and Enduro.

The Sport Riding Mode provides the rider with an adrenalin-fuelled ride, where 150hp and incredible torque delivery are combined with a sports-oriented suspension set-up. To impart precise and focussed handling like a sportbike, it also slightly reduces Ducati Traction Control intervention to level 3 for expert riders whose 'comfort zone' is closer to the limit.

The Touring Riding Mode is still programmed to produce 150hp; however, the power characteristic is designed in a touring configuration with much smoother torque delivery, but ready to respond when needed. Safety is enhanced with the most advanced ABS technology and with the Ducati Traction Control system set to level 5 (intermediate intervention), specifically intended for a stable and relaxing ride. The suspension set-up is ideal for touring, ensuring maximum comfort for both the rider and passenger.

Navigating through the urban jungle requires an even more manageable motorcycle that can be used 365 days a year, whether travelling to work or grabbing a coffee in town. Selecting the Urban Riding Mode instantly changes the power to 100hp, and the suspension to the perfect setting for tackling the maze of city streets full of speed bumps and drain covers. The traction control level is set to 7, providing high system intervention so the rider can enjoy enhanced safety even in the most chaotic of stop-start traffic.

Should the journey aboard the Multistrada 1200 leave the beaten track, it has the capability to take off-road routes in its stride. Agile and lightweight and with high, wide handlebars, serrated footrests and specially designed tyres, the Multistrada also features an Enduro Riding Mode which instantly transforms the bike with a smooth 100hp engine, higher suspension, and the option to disable the ABS. Traction control is reduced to the minimum of level 1 for almost no intervention.

The four-bikes-in-one concept uses three technologies which interact to instantly change the chassis set-up and character of the Multistrada 1200. Fitted as standard equipment on all versions, the electronic ride-by-wire system administers three different engine mappings to change the character of the engine, while Ducati Traction Control (DTC) uses eight levels of system interaction to enhance control. For the 'S' version, Ducati Electronic Suspension (DES) instantly configures the suspension set-up to suit 'rider only', 'rider with luggage', 'rider and passenger' or 'rider and passenger with luggage'.

RIDE-BY-WIRE

The ride-by-wire system is an electronic interface between the throttle grip and the engine which decides the ideal power delivery of the engine depending on the Riding Mode selected and the rider's throttle input. The throttle grip no longer uses a throttle cable, but instead delivers a signal to the control unit, which in turn operates the throttle body butterflies.

The ride-by-wire system enables three different engine mappings to adjust the total power output and the way in which it is delivered. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery and 100hp also with progressive delivery.

DUCATI TRACTION CONTROL (DTC)

The racing-derived DTC is a highly intelligent system which acts as a filter between the rider's right hand and the rear tyre. Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerable increasing the bike's safety and performance. The system offers eight 'levels of sensitivity', each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed Riding Modes on the Multistrada 1200; however, its setting can be customised by the user.

ÖHLINS SUSPENSION WITH DUCATI ELECTRONIC SUSPENSION (DES)

The 'S' versions of the Multistrada 1200 are equipped with the latest generation 48mm Öhlins suspension featuring the innovative Ducati Electronic Suspension (DES). The brand new fork technology enables spring pre-load and rebound and compression damping adjustments electronically controlled via the instrument panel. The Öhlins rear monoshock is also adjusted electronically in spring pre-load and rebound and compression damping.

The electronic suspension adjustment can either be made by using the pre-set riding modes, which have been developed by Ducati test riders, or in independent mode, which allows riders to use their own personal settings. Adjustments made via the instrumentation send a signal that initiates electronic actuators mounted on the suspension units.

TESTASTRETTA 11° power and control, the ideal travelling companion

The starting point for the complex and innovative Multistrada 1200 project was the engine.

As a prestigious model the motorcycle had to be powered by the most advanced, evolved twin-cylinder engine to come out of the Ducati factory. It had to be the Testastretta Evoluzione used on the world-beating 1198.

The challenge, however, was to produce an engine that would be enjoyable to use in all conditions and able to adapt to the rider's character and not the other way around. Making the best ever L-Twin performance engine smoother and more user-friendly was indeed a challenge, but Ducati's innovative designers and engineers met the challenge by creating the revolutionary Testastretta 11° engine.

WHY 11°?

For a motorcycle intended for touring, the smoothness and user-friendliness of the engine is key to achieving an effortless and comfortable ride. The main engine characteristic that enabled this configuration was the valve overlap angle.

The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.

On the new Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to just 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions. Unburnt hydrocarbon emissions (pre-catalyser) are reduced by up to 65% and specific fuel consumption (and consequent CO2 emissions) by up to 15% (Euro3).

With its 150hp and 12.1kgm (87.5lb-ft) of torque, the new Testastretta 11° sets a new standard for Ducati twin-cylinder engines. Tests on fluid dynamics through the ports and in the combustion chamber have resulted in a modified power delivery profile and specifically the torque. New intake and exhaust ports combined with a radical adjustment of the cam timing and slight reduction of the compression ratio have enabled Ducati to achieve a favourable torque curve at low rpm, which remains strong through a wide range. This particular characteristic considerably enhances the Multistrada 1200's ridability.

The gearbox and final drive ratios have also been optimised to enable the use of a higher-ratio 6th gear. This solution not only enables reduced fuel consumption, but also achieves increased riding comfort by reducing vibration. To give a practical example, if the 1198 reaches its top speed in 6th gear, the Multistrada 1200 is able to reach it in 5th gear and maintain it effortlessly in 6th.

The Multistrada 1200 features an oil bath clutch with 'slipper' function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed, the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like 'slipper' action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.

89kg sets a new benchmark

Constantly reducing weight is part of the design brief for all Ducati models. Less weight enables maximum performances both in terms of dynamic behaviour and safety. A lighter motorcycle will brake in a shorter distance, accelerate faster and be easier to steer. Every single component of the Multistrada 1200, therefore, has been designed to achieve weight reduction without compromising its load-bearing capacity. With a dry weight of just 189kg (417lb) the Multistrada 1200 is lighter than any other road enduro, touring or sport touring bike currently available. The light weight combined with an excellent chassis set-up ensures exceptional handling, a key factor for sports, touring, urban or enduro riding.

This weight saving is the result of applying new technologies to Ducati's design and engineering of all major components. Crankcases are now cast using Vacural® technology and frame components use welded Trellis tubes, cast alloy elements and hi-tech polymers. Further savings have also been made with the single-sided swingarm in aluminium and the fuel tank has been developed using blow moulding technology in pursuit of the best compromise between capacity and weight.

Furthermore, the layout of the exhaust system, which is simple and minimalistic, uses two primary manifolds flowing directly into the triple chamber single silencer. Apart from carrying out the 2-1-2 compensator function, the silencer also contains the catalyser and sound-absorbent materials. The two compact and lightweight aluminium alloy end pipes depart in a low, lateral configuration to keep the overall weight to a minimum.

ERGONOMICS AND COMFORT

The Multistrada 1200 has undergone an extensive ergonomic study using both CAD and repeated prototype testing, in order to guarantee a high level of comfort with a fully loaded bike for long-range touring.

The 'ergonomics triangle' of handlebar, seat and footpegs has been designed for both the rider and passenger, in order to optimise comfort while providing a commanding and upright riding position. The Multistrada 1200 feels spacious and seats two people in complete comfort, even with the top case and panniers in place. Underlining its multi-tasking intention, ergonomic attention was even applied when designing the riding position while standing on the footpegs, off-road style.

The wide, tapered steel handlebars have been designed for maximum comfort and ensure a commanding riding position enhanced by a generous steering lock of 76° (38° left and right). In addition, the handlebars have been mounted on anti-vibration isolators, specially designed to balance riding comfort with precise road 'feel'.

The Multistrada 1200 seat immediately transmits a sense of comfort. Constructed in two separate sections for the rider and passenger, they were designed with particular focus on form and cushion density to ensure maximum comfort during long journeys. A confidence-inspiring passenger grab-handle offers a secure and comfortable grip.

The footpeg position represents part of the optimum 'ergonomics triangle' for both the rider and passenger with added consideration to ground clearance during maximum lean angle and position of pannier luggage. The footpegs have rubber inserts that insulate vibration, removable to expose a motocross-style serrated edge that provides enhanced boot grip when riding off-road.

The Multistrada 1200's rear view mirrors have both vertical and horizontal adjustment and increased surface area to provide the most efficient visibility.

Two handy onboard stowage areas are built into the motorcycle, one suitable for mobile phones or toll road tickets situated in the right cockpit side panel and a larger 3 litre area situated under the passenger seat.

IDEAL FOR LONGER JOURNEYS

The Multistrada 1200's screen is designed with 60mm of vertical adjustment to ensure efficient wind protection for all rider heights and effortless high-speed riding over long distances.

The fuel tank has been developed using a new moulding technology which enables a favourable balance between capacity and weight. Subject to riding style, the 20 litre (5.3 gallon US) capacity provides more than 300km (186 miles) of riding pleasure between fuel stops.

Two 12V power outlets situated on either side of the area below the rider's seat can be used to power up to 3A (fused) accessories such as thermal apparel, intercoms or mobile phone chargers.

A special connection point for powering the GARMIN satellite navigator (optional feature) is situated near the instrumentation.

DESIGN: "Character" of the Multistrada 1200

EXHAUST: style and sound

For Ducati, design is not just creating an attractive look. It is about knowing how best to combine exciting appearance with intelligent function and outstanding performance. The Multistrada 1200's exhaust tail pipes are a feature that perfectly demonstrates this concept.

Their innovative design is well integrated with the motorcycle's overall shape and positioned so as to improve overall weight distribution. The tailpipes are short so they do not impinge on the space needed for the large panniers. The internal structure of the silencer is designed to achieve the characteristic Ducati sound without compromising compliance with sound and hydrocarbon emission standards (Euro3).

The frontal air intakes, which are carbon fibre on the 'S' Sport version, are not just a characteristic design aesthetic, but carry out the important function of acting as air flow conveyors, one to the oil coolers and the other to the airbox to feed the engine.

The single-sided rear swingarm is also a good example of Ducati's blend of design and functional engineering. It is made using a single piece casting, with fabricated and welded sections creating a strong, hollow and lightweight component that contributes considerably to the Multistrada's sure-footed handling.

The headlight is a characteristic feature of the face of the Multistrada 1200; its symmetrical layout uses four halogen lamps, two for low and two for high beam to provide excellent illumination. In addition, the front and rear side lights use LEDs, and feature a special shape of intense white light guidance, which both improves road illumination and makes the motorcycle more visible to other road users.

CHASSIS SET-UP: frame, brakes and suspension

All components used on the Multistrada 1200 are of the highest quality both in terms of design and build, and technical specification. Their selection and subsequent assembly is the result of a design brief based on uncompromised performance.

Chassis geometry, such as wheelbase, swingarm length, and rake, trail and offset is the result of a quest for the best balance of stability at high speeds and dynamic agility. The chassis is designed to achieve lean angles of up to 45° and the combination of reduced weight and generous steering lock of 76° (38° left and right) makes tight manoeuvres at low speeds very easy to manage.

FRAME

The Ducati signature Trellis frame uses large diameter, light gauge tubing with two central cast aluminium sections and a Trellis rear subframe. The frame has 19% more torsional rigidity than the Multistrada 1100.

The high pressure, die casted, magnesium front subframe reduces the high, frontal weight and contributes to chassis feel and control. Even if the front subframe is hidden below the fairing, it is precious and beautiful designed: why? Because we want our bikes to be beautiful inside as they are outside.

TYRES

Pirelli worked alongside Ducati as its technical partner throughout the project, developing the new Pirelli Scorpion Trail tyres specifically for the Multistrada 1200. They represent the first dual compound tyre for on/off road use with the central section of the tyre a harder compound than the outer sections. Combined with a special tread design and carcass structure, their 190/55 section delivers racing performance on the road in terms of grip and lean angles, while ensuring high mileage for touring and good off-road performance. The new generation tyres are purposely designed for the four-bikes-in-one concept.

BRAKING SYSTEM

The front brakes use twin radially mounted Brembo four piston, two pad callipers actuated by a master cylinder with an adjustable lever. The front is fitted with 320mm discs, while a single 245mm disc on the rear is gripped by a single Brembo calliper. Typical of all Ducatis, these components ensure high performance braking and set the standard in this segment. The Multistrada 1200 is also equipped with a Bosch-Brembo ABS system, optional for the standard version and fitted as original equipment on the 'S' version. It delivers outstanding braking performance in all conditions and provides a major contribution towards performance safety. An option to disable the ABS is available via the instrumentation, but is automatically reactivated at the next ignition-on.

SUSPENSION

The standard version Multistrada 1200 uses 50mm Marzocchi front forks, featuring a special forged fork bottom and full adjustability in spring pre-load, rebound and compression damping. The rear is controlled by a Sachs monoshock adjustable in spring pre-load, and rebound and compression damping. Both front and rear have 170mm of travel, the extra-long movement providing excellent comfort even when fully loaded and even if the rider decides to leave the asphalt for an off-road route. The 'S' version features the Ducati Electronic Suspension (DES) system, developed in conjunction with Öhlins.

TECHNOLOGY HANDS FREE

The Multistrada 1200 ignition is not actuated with a normal key. Instead, an electronic key in the rider's pocket communicates with the Multistrada within a distance of approximately 2 metres, recognising the dedicated key code and automatically enabling the ignition. Pressing the key-on switch then activates the motorcycle's electrics and the engine can then be started.

The electronic key, which consists internally of a circuit with two radio systems, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electric steering lock, which is actuated by pressing a button, is automatically disabled upon the next ignition-on.

ON-BOARD COMPUTER

The on-board computer system is made up of a large, high visibility LCD with the main data and a dot-matrix circular LCD which visualises various functions according to whether the bike is stationary or moving.

The main LCD displays speed, rpm, gear, total mileage, trip1/trip2, tyre pressures (as standard on the 'S' version Touring package), engine coolant temperature, fuel level and time.

When the motorcycle is in motion, the dot-matrix LCD displays the selected riding mode, remaining fuel/distance, current fuel consumption, average fuel consumption, average speed, air temperature, trip time, and 'freezing conditions' alarm. When stationary, it enters a setting menu from where adjustments to the various functions can be made.

The Sport, Touring, Urban or Enduro Riding Mode can be changed while either stationary or in motion, as well as the load settings for 'rider only', 'rider with luggage', 'rider and passenger' or 'rider and passenger with luggage'.

'S' VERSION

The main features of the 'S' version consist of the ABS system and the innovative Ducati Electronic Suspension (DES) system, developed specifically for the Multistrada 1200 by Öhlins in partnership with the Ducati engineers. The 'S' version is available in the two equipment options of Sport Edition and Touring Edition.

SPORT EDITION

The Sport Edition is enhanced with special carbon fibre components which further accentuate the distinctive character of the Multistrada 1200. They consist of front air intakes, cam belt covers, rear hugger and lateral air extractors.

TOURING EDITION

The Touring Edition focuses on comfort and convenience. A centre stand not only provides parking practicality, but is also essential in the event of tyre maintenance during a long distance journey. Easily connected heated grips are controlled via the instrument panel to three settings and are a must for any tour where adverse weather conditions threaten rider comfort.

Stylish luggage panniers, designed together with the bike, offer a load capacity of 57 litres (or 77 litres with large lid versions) and use a fast and secure attachment system that blends perfectly when the panniers are removed.

TAILOR-MADE ACCESSORIES

With its wide range of potential uses and benchmark performance, Ducati decided to manage the development of some key Multistrada 1200 accessories in cooperation with both the product development and the design departments. This integration right from the start of the project has optimised both style and performance.

Accessories such as the Garmin GPS system, a lower seat, panniers with capacity-increasing lids, a matching top case, an anti-theft alarm, electric filler cap, carbon fibre spray guards and front mudguard and a tyre pressure monitoring system.

The current collection of accessories is in addition to those already included on the Sport and Touring Edition, which are also available individually. They include carbon fibre air intakes, cam belt covers, rear hugger and lateral air extractors, panniers, heated grips and centre stand.

Garmin GPS

The synergy between Ducati's experience in the world of motorcycling and that of Garmin, the leading producer of satellite navigation systems, has led to the creation of a navigation system which offers advanced performance and perfect integration with the Multistrada 1200. Its various customisation options include the addresses of the entire official Ducati dealer network in addition to the main MotoGP and World Superbike circuits, which are pre-loaded into the system. The Ducati navigation system has an anti-glare touch screen, 18 bit LCD display, a lithium battery which remains charged for up to 8 hours, and a microSD expandable memory. It includes a mounting kit and dedicated plug-and-play cables.

Low seat

The lowered seat reduces height by 25mm and provides sure-footed confidence when fully loaded.

Top case

With 48 litres of capacity, the top case is able to hold two full-face helmets. Combined with the side panniers it provides the ideal way to pack for long journeys, or when used on its own, ideal for the daily commute. It comes with a soft cushion to provide passenger comfort with a backrest and an integrated fixing system that makes it easy to attach. When removed, its support plate acts as a practical luggage rack.

Anti-theft alarm

Ducati has developed an integrated anti-theft system, including movement, anti-tamper and lifting sensors, as well as a sound alarm to act as a further deterrent.

Electric filler cap

Thanks to the hands-free system, the Multistrada 1200 can be started without the key leaving the rider's pocket. With the electric filler cap there is also no need to use the flip-key or remove gloves as it is opened simply by raising a tab and closed by pressing it down. At every power-down, the hands-free system allows 60 seconds for the electric filler cap to be opened.

Carbon fibre spray guards

From a protective part to a designer accessory – the carbon fibre spray guards on the rear wheel not only carry out their traditional function but also make the bike lighter and add enduro style details.

Carbon fibre front mudguard

The carbon fibre front mudguard with its criss-cross pattern enhances the aggressive beauty of the front end.

Tyre pressure monitoring system

As well as the ABS, DTC and ride-by-wire, Ducati offers an additional safety tool. The system is made up of two sensors inserted inside the special tyre valves which communicate via the radio system inside the hands-free electronic key. This real time communication displays temperature and pressure information on the instrument panel and signals any problems.

VERSIONS

* Standard
* ABS Package
* 'S' - with ABS and Öhlins suspension fitted with Ducati Electronic Suspension (DES) in Sport Edition or Touring Edition versio

MULTISTRADA 1200 S SPORT EDITION TOURING EDITION

Carbon fiber engine covers Side Bags
Carbon fiber front air intakes Heated handgrips
Carbon fiber rear mudguard Center stand
Carbon fiber spoilers

COLOUR SCHEMES

The new Multistrada 1200 will be available in the two color schemes: red or arctic white for the standard version, while the 'S' version will be available in red, arctic white or diamond black.

NEW KAWASAKI Z1000

noreply@blogger.com (jaja) — Mon, 28 Jun 2010 00:05:27 PDT

The popular naked gets a complete makeover for next year, with a radical new look and a larger, more powerful 1043cc engine.
Engine type Liquid-cooled, 4-stroke In-Line Four
Displacement 1,043 cm³
Bore x stroke 77.0 x 56.0 mm
Compression ratio 11.8:1
Valve/Induction system DOHC, 16 valves
Fuel system Fuel injection: ø38 mm x 4 (Keihin) with oval sub-throttles
Ignition Digital
Starting Electric
Lubrication Forced lubrication, wet sump
DRIVETRAIN
Transmission 6-speed, return
Final Drive Sealed chain
Primary reduction ratio 1.627 (83/51)
Gear ratios: 1st 2.600 (39/15)
Gear ratios: 2nd 1.950 (39/20)
Gear ratios: 3rd 1.600 (24/15)
Gear ratios: 4th 1.389 (25/18)
Gear ratios: 5th 1.238 (26/21)
Gear ratios: 6th 1.136 (25/22)
Final reduction ratio 2.800 (42/15)
Clutch Wet multi-disc, manual
FRAME
Frame type Aluminium twin-tube
Wheel travel, front 120 mm
Wheel travel, rear 135 mm
Tyre, front 120/70ZR17M/C (58W)
Tyre, rear 190/50ZR17M/C (73W)
Rake/Trail 24.5˚ / 103 mm
Steering angle, left / right 31˚ / 31˚
SUSPENSION
Suspension, front 41 mm inverted fork with stepless compression and rebound
damping and spring preload adjustability
Suspension, rear Horizontal Back-link, gas-charged, with stepless rebound
damping and spring preload adjustability

BRAKES
Brakes, front Dual semi-floating 300 mm petal discs
Dual radial-mount, opposed 4-piston
Brakes, rear Single 250 mm petal disc
Single-piston

DIMENSIONS
Dimensions (L x W x H) 2,095 mm x 805 mm x 1,085 mm
Wheelbase 1,440 mm
Ground Clearance 140 mm
Seat height 815 mm
Curb Mass 218 kg / 221 kg (ABS)
Fuel capacity 15.5 litres

PERFORMANCE
Maximum power 101.5 kW {138 PS} / 9,600 rpm
Maximum torque 110 Nm {11.2 kgf-m} / 7,800 rpm

REVIEW (By Motorcycle.com)

Okay, we've now ridden the all-new Z1000, and it brings to the sportbike table big grins, liter-class performance, a wide range of capabilities and a wicked appearance, all at an MSRP less than some 600cc sportbikes.

Now, the question yet to be answered is whether the American market will continue its bone-headed aversion to any sportbike without a full fairing. If they do, they will be missing out on one of the best performance bargains available.

I once had a first-gen Z1000 as a long-term project bike, which gave me plenty of time to learn its strong points and its deficiencies. Its distinctive styling and hooligan demeanor gave it an enthralling personality, but those positive attributes were countered by an unbalanced suspension and a vibey motor. The old Z had its fans, but there weren't enough of them. A 2007 revision calmed the annoying vibes and had midrange-enhancing tricks to go along with its freshened cosmetics, but continued slow sales caused it to be dropped from Kawi's 2009 lineup.

The 2010 Kawasaki Z1000 packs a mega punch for a modest price: $10,499. Available in this Metallic Spark Black version or the Pearl Stardust White of our test bike in the action shots, both quite attractive.

No matter, because the 2010 model is new from the ground up. Improvements are so vast that comparisons to the previous iteration are pointless. It's a well-engineered street-fighting machine that will be difficult to humble by any of the illustrious naked sports bikes from Europe.

Kawasaki is giving the Z1000 another shot at the North American market, a bike new from the ground up for 2010.

The new Zee begins with a completely new chassis and motor. Aluminum now makes up the frame (and swingarm), lighter and stronger than the previous steel frame. Rake and trail (24.5 degrees/4.05 inches) are identical to the old bike, but it handles with poise the original could only dream about.

Wheels spaced nearly an inch further apart add stability, yet a weight reduction and improved mass centralization contributes to exceptional agility for its displacement. With its smallish 4.0-gallon tank full, it scales in 22 lbs lighter (481 lbs) than its 4.9-gallon progenitor, for a net reduction of 16 lbs, 9 lbs of it solely from the new alloy frame.

The Z-Thou's engine is a completely new inline-Four, sharing nothing with the old Zee or the ZX-10R Now displacing 1043cc, the fuel-injected mill gains 90cc and a secondary balancer from previous. The stressed-member engine now mounts to the frame in four rather than three mounting points, with a rubber mount above the transmission to reduce the, er, transmission of vibration.

With an exhaust system hidden mostly from view, Duke thoughtfully gives us a look.

A cold-air induction system is fed by intakes on each side of the fuel tank and through the frame to a non-pressurized airbox. A tuned "howl" is designed in by using a specifically shaped resonator chamber – a strategically placed hole functions similar to blowing over a bottle's mouth. Oval-shaped 38mm throttle bodies are fed by differential-length intake snorkels to assist a torquey, broad powerband

Header pipes are linked with crossover tubes then into a large chamber beneath the engine. As such, each controversially styled muffler doesn't require as much volume, reducing weight by 1.5 lbs each. A valve in the exhaust exists only in the right-side muffler (like the 2007-and-up versions).

Kawi says the engine spits out 138 crankshaft horsepower at 9600 revs, which will likely convert to nearly 125 ponies at the rear tire. Torque is rated at a considerable 81.1 ft-lbs at 7800 rpm. After wringing the Zee's neck (and later my rain gear) romping around the soggy Cambria, California, I can say that not many people will be wishing for more power.

Suspension is by Showa. The 41mm inverted fork now includes compression-damping adjustability to the previous preload and rebound, while the horizontally placed monoshock lacks only compression-damping control. Rear preload, sadly, is by finicky locking rings rather than the easy-to-tweak ramp-style collar.

More intricacies of the Z1000 can be seen in Pete's First Look article seen here.

Japanese European Style

This is one of the most flattering views of the new Z1000, a complex mixture of angles that maintains a sense of flow.

In Europe, the Zee is Zed, and it's been a hot seller on the Continent. As such, the bike's new avant-garde styling is directed at a Euro tastebud, as interpreted by a Japanese company. Trying to avoid being called a "standard," the Zed's appearance is Italian MV Agusta Brutale blended with Japanese anime inspiration. It is an edgy, future-forward design that has polarized pundits after seeing the first pictures.

The Zee comes off more attractive in person, looking muscular and distinctive. The central area of the bike is densely packaged, leaving the blunt front end and tidy tailsection appearing relatively diminutive. The black-anodized cast-aluminum frame spars wrap tightly over the engine and narrow around the bike's waist for a slim fit for a rider.

Although not fully faired, the Zee incorporates small side panels that wrap around the radiator, plus an angular chin fairing that bleeds into a black exhaust cover. Dual twin-exit mufflers continue the bike's quad-exit theme seen on the Z1000's previous two generations. Its cast-aluminum wheels receive machined edges on the rims and spoke ends for a custom look that adds some bling.

A Naked Sportbike: Will it sell in America this time around?

Albert Einstein's definition of insanity is doing the same thing over and over again and expecting different results. After two underwhelming attempts to peddle a streetfighter-style naked sportbike, one wonders if Kawasaki Motors Corp USA might be a little demented. They say the Z1000 is different this time around.
"This really is one bike that a lot of people at Kawasaki are excited about," commented Karl Edmondson, KMC's Product Manager.
KMC had been frustrated by the sales performance of the previous Z1000s, especially since the bike was perennially near the top of the sales charts in Europe. Like other OEMs in America who had been burned by tepid response to naked sportbikes, Kawasaki had nearly given up hope on category, evidenced by the recently revised 2007 edition being dropped from the lineup in '09.

A new aluminum frame pares weight (9 lbs) and adds chassis stiffness – its torsional rigidity is said to be 30% greater.

When word came from Japan that a new Z1000 was being prepared for a 2010 launch, KMC yawned – thanks but no thanks. However, that was before Edmondson and his boss rode the pre-production development Z1000 at Kawi's racetrack in Japan. They enjoyed the Z more than they ever thought possible, causing KMC to make an abrupt about-face and deciding to give the much improved Z another chance at the North American market.
KMC knows it has a potential hit on its hands if American sport riders can get over their irrational fear that a sportbike without a fairing can't really be a sportbike. They – like the staff at Motorcycle.com – believe in the versatility and reasonable comfort offered by a naked roadster like the Z.

A sporty but neutral riding position gives this sportbike some real-world usability.

In 2002, Kawasaki announced a tighter focus on racetrack abilities for its sportbikes. But the ultra-sporting ZXs aren't optimum for sportbike riders who don't ride on the track. It's a simple fact that a racebike will be compromised in terms of its street performance, but race-replica 600cc sportbikes nevertheless make up about 50% of the American sportbike market.
Kawi notes that sport riders want the best of everything and that the common perception is one needs to buy a premium sportbike to get "the best." The Z1000 intends to obliterate that perception.
"I was one of those who wasn't really a fan of the old bike," Edmondson admitted, "but nothing on this bike is carried over from the old bike. "Now, for a lot of people at KMC, this is their favorite bike."
"It's not your father's Z1000," added Jeff Herzog, Senior Media Relations Coordinator for KMC. "It's a Versys on steroids."

Zee Ride

The compact gauge cluster looks cool, but we're not keen on the small bar-graph-style tachometer or the tinted cover.

Despite a bulky appearance, the Z proves to be quite slender between a rider's knees, making for a straight shot at the ground for short legs to feel secure despite the seat located 32.1 inches off the pavement, and it broadens further rearward for better support. The upright riding position feels just about perfect, with the solid-mount (previously rubber-mounted) tubular handlebar neither too far forward nor too far back. Tall riders might wish for a bit more space between the seat and pegs for their legs, but a generous amount of fore/aft room on the seat aids comfort for all.

Controls are easily accessed, and an adjustable front brake lever fits every hand. The cable-actuated clutch requires a medium-effort pull at the non-adjustable lever, and gear changes are kicked with minimal effort. Images from the diamond-shaped mirrors aren't great for a naked roadster, as forearms partially obstruct the unblurred view behind.

Kawi cleverly made the compact gauge package tiltable to three positions, but instrumentation isn't the Z's strongest aspect. While the LCD speedo is easy to read and a fuel gauge and clock are convenient, the bar-graph tachometer display is too small to read at a glance, and we're continually bemused why some manufacturers don't bother including a gear-position indicator – the ECUs of all modern bikes know what gear the transmission is in, so why can't its rider? We also think the yellow tinted gauge face is a little goofy.

A bodacious torque spread gives access to eye-watering acceleration throughout the powerband.

However, instrument efficacy will be far from your mind once the big Z is set into motion. Locomotive torque and a wide clutch engagement bring you quickly up to whatever speed may be required. Cat-quick steering response allows the streetfighter to carve traffic and canyons with equal aplomb. I was surprised by how it was able to be maneuvered fairly handily with only leg inputs, tossing it back and forth between the knees without aid from the handlebar.

With an open road ahead of us, feeding in a handful of throttle elicited even bigger grins. It pulls strongly from anywhere in the seemingly lumpless powerband. Compared to the old Z, it has more power from top to bottom. Acceleration in the lower gears is so intense that the Z feels like it wants wants to headshake but doesn't. Hooligan types will be happy to learn that wheelies in first gear are effortless, and just slightly less so in second. Smooth throttle response assures a rider gets exactly the power wanted, and a soft rev limiter cuts in gently if you accidentally over-rev it past its 11K redline.

"It pulls strongly from anywhere in the seemingly lumpless powerband."

The new Z's suspension proves to be compliant yet controlled, a huge improvement from the unbalanced system of the original Z. Brakes weren't tested much on our cold and wet day, but the radial-mount 4-piston calipers and 300mm petal-shaped rotors promise good power. Initial bite isn't intimidating, and feedback from the radial-pump master cylinder is quite good. Dunlop D210 tires supplied reasonable grip in the potentially treacherous condition we rode in.

Plenty of seat room allows a rider to scoot back into a crouched riding position better able to cope at higher speeds.

Vestigial side panels offer a moderate amount of wind protection for legs plus a location for the integrated front turn indicators, but a rider's torso receives little deflection from the elements – this is a naked bike, dummy. A taller flyscreen would be welcome on cold days or long trips. Passengers will feel secure thanks to integrated grab handles cleverly built into the die-cast aluminum subframe. The addition of a counterbalancer drastically damps out the annoying vibrations of the previous model.

Even in the rain, the thrilling new Z1000 satisfies.

We could whine about the Z1000's gauges or lack of rear compression-damping adjustability, but those minor demerits add up to nearly nothing when factoring in the dynamic experience of piloting the fervid yet manageable Z1000. This truly is a sportbike that can entertain a hardcore sport rider yet be a dextrous and multifaceted motorcycle for real-world riding conditions.

In these days of rapidly escalating prices, sporting motorcycles don't come much more value packed than the Z at its $10,499 MSRP. In fact, the 2010 ZX-6R stickers at an identical price, which works out to be $17.50 per cubic centimeter of engine displacement. The Z1000 costs only about 10 bucks per cc!

"...Motorcycles don't come much more value packed than the Z...The Z1000 costs only about 10 bucks per cc!"

We've been smitten by the Z in its previous nasty but flawed version, and now it's gotten all of its wrinkles ironed out and wields an even bigger punch. Now let's see if America is ready to throw down for one of the most entertaining sportbikes for the street we know of, fairing or not.

Piaggio MP3 Hybrid

noreply@blogger.com (jaja) — Thu, 20 Aug 2009 07:06:42 PDT

PIAGGIO MP3 HYBRID

The Piaggio Group presents the MP3 Hybrid, the world's first hybrid scooter and a vehicle destined to revolutionise urban mobility. This is not just a "scooter with two powerplants", but a highly advanced vehicle supplements a low environmental impact conventional internal combustion engine with a zero emissions electric motor, summing the advantages of the two units.

Adopting uniquely exclusive technology - this is the first vehicle in the entire automotive sector using lithium ion batteries, which can also be charged from the mains - Piaggio Mp3 Hybrid reduces both fuel consumption and carbon dioxide emissions by more than 50%, complementing the already enviable attributes in terms of technology, safety and rider enjoyment that make the Piaggio Mp3 - the revolutionary three-wheeled scooter - such a hit.

Piaggio MP3 Hybrid makes hybrid technology accessible to everyone

Scooters have come to symbolise urban mobility: it is the ideal tool for carving easily through the congested traffic of the big city, but also the perfect vehicle for enjoyable weekend excursions.

In recent years, however, the need to reduce harmful airborne emissions has led to the creation of ever larger restricted traffic areas. Often, even scooters are prohibited from accessing these areas. Electric vehicles were created in response to this which, thanks to their zero emissions powerplants, are allowed everywhere. Both internal and electric units have their own advantages and drawbacks. In many cases, however, the advantages of one compensates for the drawbacks of the other: on the one hand, internal combustion engines offer generous range, power and flexibility, but are penalised by their exhaust emissions (in spite of today's strict Euro 3 regulations); while on the other, the zero emissions and impressive standing start acceleration of an electric motor come at the cost of limited battery range and top speed.

With the Piaggio Mp3 Hybrid, you no longer have to choose between performance and ecology, between a vehicle for accessing the city centre and one capable of longer journeys, even beyond the city limits.Mp3 Hybrid is powered by a revolutionary hybrid drive system developed first by the Piaggio Group for a two-wheeled application and combining the advantages of a petrol engine with those of an electric motor.

The Hybrid solution does not simply offer two separate power choices, but also integrates them into a single sophisticated system combining the power of the internal combustion engine with the extraordinary environmental advantages of an electric motor.Mp3 Hybrid is fun and safe on the open road, where it shows off the superior dynamic capabilities of the Piaggio Mp3, but can also access restricted traffic areas:two scooters in one, for safe, simple, economical and fun mobility. Piaggio MP3 Hybrid now makes hybrid technology accessible to everyone, offering the possibility of environmentally friendly mobility to an ever larger user base.

Two drives in one

The Piaggio MP3 Hybrid incorporates a “parallel” hybrid drive in which a combustion engine and an electric motor are mechanically and electronically linked and simultaneously supply power to the wheel in perfect synergy.

In this integrated internal combustion/electric powertrain, the internal combustion engine - the petrol engine - works like a normal catalysed four stroke unit, offering excellent performance,

low emissions and a large range. An automatic transmission, electric starter and the innovative Ride-by-Wire, electronic accelerator system, adopted for the first time ever on a scooter, ensure the sparkling performance and twist-and-go usability you expect from a scooter both in the city and on the open road. But as well as giving the scooter its impressive performance, while it runs, the internal combustion engine also recharges the batteries used to power the electric heart of the vehicle.

However, the symbiotic relationship between the two powerplants of the Piaggio Mp3 Hybrid does not end here: whenever the rider calls for particularly brisk acceleration, such as when setting off from a standing start, for example, the electric motor kicks in, supplementing the petrol unit to provide up to an 85% boost in performance, offering more immediate and responsive pickup during the first few metres - which is precisely where it is most needed in city use.

Through the “Ride by Wire” power control system, the on board electronics (VMS – Vehicle Management System) decides how much power to draw from the petrol engine and the electric motor in relation to the effective operating conditions to optimise both performance and consumption.

This synergy between the two powerplants, achieved with integrated electronic management, does not only offer better performance but also reduces fuel consumption - the Piaggio Mp3 Hybrid can return up to 60 Km/l, compared with an average of 26 Km/l for petrol scooters with mid sized engines - and CO2 emissions, at just 40 g/Km compared with 90 g/Km for a conventional internal combustion engined scooter (figures for the Mp3 Hybrid calculated considering 65% use in hybrid mode and 35% use in electric mode).

Hybrid is more than just another hybrid system: where other scooters have to stop, Piaggio Mp3 Hybrid keeps on going swiftly and quietly, as it can also run on electric power alone. Simply press the button on the handlebar to disengage the petrol engine and turn Mp3 Hybrid into a totally ecological scooter, a zero emissions vehicle that can circulate freely in areas restricted to internal combustion engines.

Press the button back again to enjoy the benefits of extended range: the petrol engine wakes up again and resumes its role as the vehicle's primary power plant, charging the batteries while riding in areas open to normal vehicle traffic.

The rider can switch between the full electric and hybrid mode even while on the move, by simply selecting the desired mode by pressing and holding the “Hy Tech” button for a few seconds.

Once in the garage, plug-in technology lets you recharge the batteries from the mains, using the battery charger built into the on board electronics. This further reduces running costs, as electricity is a far cheaper energy source than petrol.

The electric motor also offers the Piaggio MP3 Hybrid an ultra-quiet reverse mode, which is handy for parking and for manoeuvring out of tight spaces.

Technology at the turn of a switch

The Piaggio MP3 Hybrid uses extremely innovative, avant-garde technical solutions but remains incredibly easy and intuitive to use. In addition to the normal controls, a special selector also lets the rider choose from four operating modes for the vehicle: with two hybrid and full electric modes (including reverse).

MP3 Hybrid manages the power delivered from the petrol and electric units with a Ride-By-Wire system: the torque requested by the rider via the throttle and brake is processed by the integrated electronic management system which, on the basis of a number of parameters (such as battery charge, for example), splits the power delivery between the power plants.

When decelerating and braking, the management system recovers energy and accumulates it in the battery; - energy which is wasted in normal vehicles.

The hybrid modes (Hybrid Charge for maximum battery charge, and Hybrid Power, for maximum performance) have been conceived to allow the user to manage and optimise performance, consumption and battery charge capacity.

In full electric mode, Hybrid fully disengages the petrol engine to turn into a silent, electric vehicle with zero exhaust emissions.

The reverse mode, which uses the electric motor, is particularly useful when parking. Ride-by-Wire control not only enables the system to manage the combined power delivery of the two powerplants as effectively as possible, but also "forces" the petrol engine to operate at maximum efficiency, reducing specific fuel consumption and offering significant advantages in terms of reduced fuel consumption and emissions.

So much technology hidden out of sight. Visually Piaggio Mp3 Hybrid is identical to the conventional engined version it is based on: and offers the same safety features and rider enjoyment that make the Piaggio Mp3 family such a hit.

Piaggio MP3 Hybrid is the first vehicle in the world to combine plug-in charging from the mains with lithium ion batteries which – with their superior energy density and reliability – offering higher performance, greater lightness and increased longevity than the technologies currently in use. The battery pack, with integrated control electronics, is hidden away in the compartment under the saddle, which still has enough room to accommodate a helmet and other objects. An indicator integrated into the dashboard lets the rider keep a constant eye on the battery charge level. The vehicle is charged easily from the mains with a normal electrical cable, plugged into the relative socket with the panel switched off. The full charge cycle takes approximately three hours , although 85% charge is achieved in just two hours.

Exclusive looks and the same practicality as always

Visually, Piaggio MP3 Hybrid differs from the conventional version with specific trim details and also with a number of functional elements, such as the transmission housing, which also accommodates the electric motor.

The exclusive pearl white colour scheme is offset by the elegant two-tone saddle, offering plenty of comfort for both rider and passenger, which echoes the paintwork of the plastic shield back plate elements.

The instrument panel includes the battery charge indicator, while a centre panel accommodates the hazard warning light indicator, the on board computer button and the light indicating when the vehicle is connected to mains electricity to charge the batteries. Two new buttons have been added to the familiar controls: on the left is the new horn, which is vital for warning others of the vehicle's presence when gliding silently in electric mode through restricted traffic areas, while on the right is the “Hy Tech” button, which allows the rider to select between the four different operating modes.

The new Piaggio MP3 Hybrid offers all the same qualities in terms of safety and rider enjoyment as the MP3 family. This means impeccable road holding, braking and stability in all road conditions thanks to the two front wheels and the exclusive quadrilateral front suspension layout.

As with all the other models in the MP3 range, the Piaggio MP3 Hybrid also boasts an electronic front suspension lock system, which allows the rider to stop the vehicle without needing to put his or her feet down and park without using the stand. As with all MP3 models, the suspension lock is released by pressing the button on the handlebar or by simply accelerating off, whether in “Hybrid” (Power and Charge) or “Electric” mode.

Piaggio MP3 Hybrid – Technical Specifications

Internal combustion engine capacity	124 cc (bore x stroke - 57 x 48.6 mm)
Thermodynamic cycle	Otto cycle – 4 stroke
Valve gear	Single overhead cam, four valves
Cooling system	Liquid
Ignition system	Inductive discharge digital electronic ignition
Hybrid powertrain power	11 kW (15 CV) at 8,500 rpm
Hybrid powertrain torque	16 Nm at 3,000 rpm
Electric motor	Synchronous brushless permanent magnet motor
Power supply voltage	Three-phase alternating current
Electric motor control	Digitally controlled inverter
Electric motor cooling system	Air
Electric motor power	2.6 kW (3.5 CV)
Electric motor torque	15 Nm
Drive modes	4 modes: 2 hybrid, 2 electric (including reverse)
Battery charge modes	During braking and deceleration on the move, and from the mains (battery charger integrated in on-board electronics)
Traction batteries	Lithium ion batteries
Transmission	Variator with centrifugal and torque control
Engine control system	Ride-by-Wire with closed loop fuel injection system
Exhaust	Catalytic converter
Chassis	Double cradle in high strength tubular steel
Front suspension	Articulated quadrilateral consisting of four aluminium arms sustaining two steering tubes, and pull rod suspension geometry with offset wheel axle
Rear suspension	Two dual action hydraulic shock absorbers with adjustable spring preload
Front brake	Two 240 mm Ø stainless steel discs and floating calliper with two 30 mm Ø pistons
Rear brake	240 mm Ø stainless steel disc and calliper with horizontally opposed 30 mm Ø pistons
Front wheel rim	Die-cast aluminium alloy 12" x 3.00
Rear wheel rim	Die-cast aluminium alloy 14" x 3.75
Front tyre	Tubeless 120/70-12”
Rear tyre	Tubeless 140/60-14”
Length/Width	2,140 mm / 760 mm
Wheelbase	1,490 mm
Seat height	780 mm
Fuel tank capacity	12 litres (including 1.8 litre reserve)
Consumption (2/3 of cycle in hybrid mode – 1/3 in electric mode)	60 km/l
CO₂ emissions (2/3 of cycle in hybrid mode – 1/3 in electric mode)	40 g/Km
Emissions compliance	Euro3

Kawasaki KLX 250 SF

noreply@blogger.com (jaja) — Fri, 31 Jul 2009 07:26:29 PDT

Back in September of 2008, Kawasaki added a brand new model to their on/off-road sector, answering the call for an economical yet exciting bike for the shallow-pocketed hooligans out there. Building upon the successful and able KLX250S that won our Lightweight Dual-Purpose Shootout, Kawasaki has spiced it up and slapped the letter “F” to the title. Say hello to the KLX250SF.

With a street-tuned suspension and re-engineered drive train, the SF is designed with “an air of purposeful aggression” and includes a blackened frame and sleek black/grey bodywork. The new setup is perfect for me because I was already flogging the S-model around the City of Angels when I couldn’t get myself out to the trails. As an urban commuter mount, requiring barely more space to park than a downhill mountain bike, the SF is rip-roaring fun.

For the most part, the new SF model is a city-slickened and supermoto-styled KLX250S with the same four-stroke liquid-cooled 249cc DOHC four-valve Single. On the Area P dyno, the SF was able to crank out 2.5 horsepower more, up to 20.5 ponies at 8,800 rpm - possibly due to a better transmission of power from the street tires than the S’s knobbies. Torque is up marginally to 13.7 ft-lbs at 7,400 rpm. The SF model employs a taller 39-tooth rear sprocket and street rubber to deliver more confident higher-speed street riding. Redlining at 10,500 rpm with a sweet spot between the 7,000 to 9,000 rpm rev range, the SF sure is a screamer.

With a fully fuelled wet weight of 302 lbs, the 50-state legal SF is still carbureted but starts with a breeze thanks to the Kawasaki Automatic Compression Release (KACR) also found on the S-model. KACR automatically lifts one of the exhaust valves at cranking rpm for reduced starting effort. A hard-to-reach manual choke knob is there to assist with cold starts.

Combining a more snug suspension setup with a set of smaller 17-inch wheels, the SF is part roller coaster and part merry-go-round. Compared again to the S-model, the SF reduces its front wheel travel on the 43mm inverted cartridge fork (with 16-click adjustable compression damping) from 10-inches to 9.1-inches. Out back, the fully preload adjustable compression and rebound gas-charged shock is also lessened from 9.1 to 8.1 inches.

Combining the lesser wheel travel with the same 56.3-inch wheelbase, the SF is more stable and has a lower center of gravity, yet it soaks up road bumps with ease. While the ride is comfortable, it’s the narrow saddle that’ll bite you the hardest. Thusly the ground clearance has also been reduced as a matter of geometry to 8.9-inches from 11.2-inches. Kawasaki engineers also changed the front fork oil level and revised the damping settings for both the fork and shock to help tune the SF to every rider as well as the motard wannabes.

Hung from each end of that setup are a pair of spoked 17-inch aluminum wheels with larger brake rotors than the S-model at both the front and rear. The sexy motard-style front wheel is wrapped with a 110/70 section tire, and the rear differs from the S-model by only one inch, sporting a 130/70-17 IRC Road Winner tire. Taking the brunt of the braking power at the helm is a 300mm semi-floating petal disc with two-piston hydraulic caliper - up from the 250mm disc found on the S’s 21-inch wheel. The single-piston rear differs by only 20mm (up from 220 to 240mm) to help keep the higher-speed KLX250SF in check.

Given the lesser wheel travel, and smaller wheels, the KLX-SF can better accommodate beginning and shorter-inseamed riders with it’s 1.1-inch lower saddle height (33.9 inches), putting it near the bottom of the scale against its competitors – the opposite of the on/off-road versions of the 250cc bikes in this market.

The cheaper Honda CRF230M has a seat height of just 31.7-inches and a $4,749 MSRP. The Yamaha WR250X that Kevin Duke tested for us in December 2008 has a taller saddle height of 35.2-inches and an even taller MSRP of $6,190. Indirect competition from Suzuki is the larger capacity DR-Z400SM and similarly scalar MSRP and saddle height of $6,299 and 35-inches, respectively.

The 2009 Kawasaki KLX250SF lands in the middle of the road with a MSRP of just $5,299. That’s $400 more than the S-model, but there’s more than just price tucked into this lightweight machine. If you’re looking for a supermoto-styled standard as your next commuter mount, the KLX250SF has the creature comforts any new rider will appreciate, like rubber footpegs, uniquely shaped mirrors, a robust digital dashboard with two tripmeters and sweeping tachometer, onboard toolkit and helmet lock as seen on the KLX-S model. All this, plus a lower saddle and center of gravity for enhanced straight-line performance and on-road handling.

Feather-light steering and exemplary fuel economy also tread’s lightly on your wallet with an advertised 70-mpg. Our initial testing showed just 45 mpg, but we barely let the little piston dip below the horsepower peak of 8,500 rpm (an indicated 80 mph) with a 200 lb rider aboard. With the SF’s 2.0-gallon tank, expect fuel stops to arrive not much further than 100 miles.

We’ve been impressed with the KLX250SF so far, but its big test comes it takes on Yamaha’s quarter-liter supermoto burner, the WR250X, in an upcoming shootout. Stay tuned.

Info from : www.motorcycle.com

Ducati 1098R Bayliss Limited Edition

noreply@blogger.com (jaja) — Thu, 04 Jun 2009 05:24:21 PDT

Troy Bayliss is a Ducati legend. In celebration of his victory in the 2008 World Superbike Championship aboard the 1098 R, and the end of a career that proudly claims three World Championships aboard three generations of Ducati Superbike, the factory have built a 1098 R Bayliss Limited Edition.

Enjoying exactly the same high specification as the standard 'R' model, the 1098 R Bayliss Limited Edition has a special colour scheme designed by Aldo Drudi. The livery, which was used during Troy's final race at Portimao in Portugal, incorporates the key colours of his success. Sporting the famous number '21' on the pearl white nose and side-fairing number plates, the red and white paint scheme uses the dark blue background of the Australian national flag to blend beautifully along the side of the bodywork and into the unpainted carbon fibre stripe along the seat unit. This attention to fine detail is also evident in features like the carbon lower-fairing finished in red, except for aerodynamic recess for the side-stand, which remains natural carbon fibre. A subtle '1098 R Bayliss Limited Edition' graphic on the tail fairing leaves no doubt as to what this magnificent bike is.

The striking design contrasts perfectly against the 5-spoke wheels finished in matte black and additional special features like the carbon fibre heat shield on the exhaust.

The 1098 R Bayliss Limited Edition will be limited to only 500 units and comes with a numbered plaque on the top fork clamp, indicating exactly where in the limited edition the motorcycle was built. The number also corresponds to a numbered commemorative desk-top plaque, beautifully encased for safe keeping and bearing the engraved signatures of Ducati Motor Holding CEO Gabriele Del Torchio and Ducati Corse triple World Superbike Champion, Troy Bayliss.

In addition, the model will be supplied with a full racing exhaust system including 102dB carbon fibre mufflers by Termignoni (strictly for track use only), a dedicated ECU, branded bike cover and rear paddock stand.

What better way to mark the incredible career of Troy Bayliss than by Ducati building the 1098 R Bayliss Limited Edition.

Troy Bayliss

Troy Bayliss is a Ducati legend. His racing career with Ducati has taken him from amateur obscurity to professional stardom, winning three World Championships on three different generations of Superbike. His 'never-give-up' style fight to the top, powered by Ducati's passion for victory have been food and drink to 'Ducatisti' all over the world.

Arriving in Europe in 1998, Troy immediately found his way by winning the 1999 British Superbike Championship aboard a Ducati 996. His success took him to the AMA series for Ducati in the US, but an early season call-up from the factory to replace the injured Carl Fogarty in World Superbike brought him back across the Atlantic to Europe. It only took a few races before Troy clinched his first world level race win at Hockenheim aboard the 996 R. More of the same performances that year secured the support of thousands of fans, scored him 6^{th in the World Championship and helped Ducati lift the Manufacturers' title.}

2001 was the year that Bayliss had been working for. His 996 R Ducati took him all the way to the top, clinching his first World Superbike Championship title and another Manufacturers' title for Ducati. If 2001 had been the year that proved Troy 'the rider' to Ducati, then 2002 would be the year that proved Troy 'the sportsman' to his fans. A tough and hard-fought season on the 998 R came down to the wire at the final race in Imola. His two 2^{nd place finishes that weekend were dubbed 'the Superbike races of all time', but it was the way in which he conceded the title and stepped up the podium with a smile on his face that won the hearts of his fans.}

For 2003 Troy moved across to Ducati's new MotoGP project aboard the Desmosedici. It may have been his first year on the Grand Prix scene, but his rookie status didn't stop him scoring three podiums and closing the season an incredible 6^{th in the World Championship. 2004 proved considerably harder, however, and the}^{Australian struggled to 14th in the series.}

After a year away from Ducati, Troy returned to the Ducati Superbike team in 2006, hungry to fight his way back to the top and prove that he was still champion material. He did just that. His first year aboard the Ducati 999 R secured him his second World Superbike Championship and returned the Manufacturers' title to Ducati. At the end of the 2006 season he also got the chance to prove that he could win at MotoGP level. Drafted in as a last-minute replacement to the injured Sete Gibernau, Troy qualified the Desmosedici GP6 on the front row of the grid at the Valencia Grand Prix and powered to a convincing, spectacular and popular victory.

n 2007 Troy struggled against injuries as he rode the now ageing 999 R to its absolute limit. Disappointed with finishing 4^{th in the World Superbike Championship and now considering retirement, the one thin}^{g that kept Troy motivated was the imminent arrival of the 1098 R.}

With a capacity of 1198cc, in accordance with new Superbike regulations, Troy's 2008 bike powered him back to the top where he belonged. Securing both the Riders' and Manufacturers' titles in Magny-Cours with just one race left on the calendar, Troy achieved his goal and completed a dream career that had seen him win World Championships on three generations of Ducati Superbikes — 996 R, 999

R and 1098 R.

Throughout the year, Troy worked non-stop to develop, improve and perfect the 1098 R ready for his successor and in order that the 1198, 1198 S and 1098 R would be the bikes that carried the most racing technology through to production. In the final race of his career in Portugal, Troy rode the 1098 R in a special celebratory colour scheme. Ducati will now build a 1098 R Bayliss Limited Edition bearing that same livery... the ultimate thank you for an incredible career.

Kawasaki Ninja ZX-6R 2009

noreply@blogger.com (jaja) — Mon, 23 Mar 2009 07:26:28 PDT

The new Kawasaki Ninja ZX-6R has been updated. Looking at the overall package of changes, it's clear Kawasaki is serious about putting its sponsored racers on the box and giving its customers a hard-edge middleweight sportbike. The passel of improvements is aimed at centralizing mass, improving handling and making fresh-from-the-crate throttle response better than ever before.

Aside from the new looks and 10kg (20lb) lopped off the weight, the headline feature is the first use of Showa’s Big Piston Front fork technology. Eliminating most of the internals associated with traditional cartridge forks, the BPF is simpler and lighter while providing better feedback and smoother action.The main frame was stiffened, the engine rotated a bit to adjust both stress-mount points and the overall center of gravity, and additional stiffness was built into the swingarm mounting points. The swingarm itself is longer, lighter and more rigid than before.

Revised chassis balance and mass centralization

Revised frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
Engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s CG is 16mm higher
New exhaust layout with a short side muffler lowers weight previously located under the seat
An exhaust pre-chamber further contributes to mass centralization

Ergonomics and chassis feedback

Seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly for a more intuitive riding position
Fuel tank profile is more flared around its top, similar to the ZX-10R, providing a larger contact patch which contributes to improved rider feedback
Slim, waist on fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns
Front to back, the new seat is shorter, allowing the rider to shift his body farther back on the rear seat step, helping to reduce rider fatigue
Steeper rake angle quickens steering response and enhances communication from the front tire
Relocating the rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg, enabling a reduction of parts and contributing to weight savings

Lower seat height

New rear sub-frame is narrower, making it easier to reach the ground
Front of seat is narrower and seat height is approximately 10mm lower, for a slimmer riding position and a shorter reach to the pavement

Advanced suspension

ZX-6R features the first production-use of Showa’s new Big Piston Front fork (BPF) design
The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
The large-diameter of the BPF’s internal piston allows a reduction in damping pressure, for better feedback and smoother action
The ZX-6R swingarm uses many of the same parts as the ZX-10R; both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft
Greatly improves braking and initial corner turn-in

Brakes

New 220mm rear petal disc is 10mm larger
Revised rear brake lever is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and improved feeling

Race-quality steering damper

A race quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features

New fairing offers better wind protection and was designed to minimize the effects of cross winds
Position lamps are now integral with the projector beam headlights; the new Ninja ZX-6R now features dual position lamps like the ZX-10R
New one-piece fender (previously a three-piece construction) offers improved aerodynamics
New inner fender above the swingarm helps to reduce turbulence and keep the undertail clean
Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines
Similar in design to that of the ZX-10R, the new instrument panel gives at-a-glance information to the rider

Specifications

Engine Type Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement 599 cc
Bore x Stroke 67.0 x 42.5mm
Compression Ratio 13.3:1
Fuel Injection DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition TCBI with digital advance
Transmission 6-Speed
Final Drive X-Ring Chain
Rake/Trail 24 deg / 4.0 in.
Frame type Aluminum perimeter
Front Tire Size 120/70-ZR17
Rear Tire Size 180/55-ZR17
Wheelbase 55.1 in.
Front Suspension / wheel travel 41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.
Rear Suspension / wheel travel Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.2 in.
Front Brake Type Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear Brake Type Single 220mm petal rotor with single-piston caliper
Fuel Tank Capacity 4.5 gal.
Seat Height 32.3 in.
Curb Weight 421.2 lbs.
Color Lime Green, Metallic Diablo Black / Flat Super Black, Candy Surf Blue / Flat Super Black

Yamaha R1 2009

noreply@blogger.com (jaja) — Mon, 23 Mar 2009 07:22:33 PDT

After providing as much speculation, information and product renderings to readers as possible, we can finally spill the beans on the much anticipated R1. Yamaha has pulled out all the stops with a ground-up re-do of its iconic literbike. New bits abound, including its styling, chassis and, most intriguingly, a MotoGP-derived firing order of its innovative engine.

In the top class of roadracing, engineers have battled with harnessing the huge amounts of power and getting it to the ground efficiently. In 2004, Yamaha’s GP engineers introduced an uneven firing interval for its inline four-cylinder M1 with what’s called a cross-plane crankshaft. Instead of the two outer and two inner pistons rising and falling together, the R1’s engine has individual cylinders firing 90 degrees apart from each other. This eliminates the torque fluctuation of a typical four-cylinder mill, plus it gives the Yamamotor a very distinctive exhaust note similar to that of Valentino Rossi’s racebike.

“It gives a much more precise feeling in the throttle action,” says Yamaha’s product planner Derek Brooks. “You feel like you can sense that edge of traction.”

The engine still displaces 998cc, but it does so with a bigger bore and a shorter stroke; its rev limit remains at 13,750 rpm. Its architecture appears to be even more compact than previous. It inhales through Mikuni throttle bodies with secondary injectors and Yamaha’s electronic throttle and variable length intakes (crossing over at 9400 rpm). New for ’09 is addition of three throttle control maps selectable via a switch on the right handlebar. The default setting is a typical setup, while the “A” mode delivers extra midrange power. Softer response is available from the “B” setting.

“Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version”

Internally, the engine has several high-tech bits. Aluminum pistons are forged for strength, squeezing the intake mixture at a high 12.7:1 ratio. Connecting rods are fracture-split for added durability, while titanium intake valves are light in weight. A coupling-type balancer rotates opposite to the crankshaft to quell vibration. A ramp-type slipper clutch eases high-rpm downshifts.

The R1’s chassis is also slathered with the New Brush. The frame consists of a cast-aluminum forward section mated to Controlled-Fill die-cast outside rails and extruded inside rails. Like the’08 R6, the subframe is made from magnesium for reduced weight from the outer edges of the bike. The aluminum swingarm is also new. Rake, trail and wheelbase are unchanged from 24.0 degrees, 4.0 inches, and 55.7 inches, respectively.

The 43mm inverted fork is by Yamaha subsidiary Soqi, and it’s notable for having separate circuits for rebound and compression damping in each fork leg, said to be like the M1 GP bike. The Soqi shock has provisions for high- and low-speed compression damping, rebound damping, and in a nice surprise, a hydraulic preload adjuster.

Another user-friendly addition to the R1 is adjustable footpegs. Those needing extra cornering clearance can relocate them 15mm higher and 3mm further rearward. Instrumentation now includes a handy gear-position indicator, something frequently requested by consumers.

Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version. It’s led by a pair of projector-beam headlights flanked by ram-air intakes. An abbreviated side fairing features what Yamaha calls a layered body design that is said to better dissipate heat from the engine and radiators. Surprisingly, the The One continues with undertail exhaust pipes, which is part of the reason why it has a lofty 32.8-inch seat height that might annoy Tom Cruise.

Interestingly, Yamaha has quoted a wet-weight figure for the R1 rather than the usual dry weight. If the quoted figure of 454 lbs is to be believed, the bike has lost about 10 lbs compared to the previous version.

If you want one of these for your own, you have a choice of four color schemes. The Team Yamaha Blue and Cadmium Yellow versions retail for $12,390, which is a sizable bump of nearly $700 compared to the ’08 models. An extra $100 will buy a Raven (black) model with red accents or a white/red combo reminiscent of the original R1. Coming to a dealer near you this January.

Kawasaki KLR650

noreply@blogger.com (jaja) — Mon, 23 Mar 2009 07:17:36 PDT

Power - Revised cam-timing, new intake porting, a one-piece exhaust system and a fully transistorised ignition adds up to thumping power across the big 651cc four stroke's rev-range.

Upgraded Chassis - Revised suspension settings, stiffer spokes, lightweight petal disc brakes, a new D-section swingarm and forged axle holders are just some of the improvements to the KLR's chassis that contribute to its improved handling and all-round road holding.

Greater Carrying Capacity - The 2008 KLR650 offers more carrying capacity than ever before with a new, larger rear rack (90mm longer and 130mm wider) enhanced by a slimmer, redesigned tail section enabling easier fitment of saddle bags.

Power to the Ground - Thanks to the big single's broad power delivery, a five-speed transmission is more than sufficient to provide excellent gearing to suit everything from low-speed trail riding to high-speed highway cruising. Final drive is through a long-lasting O-Ring chain.

Improved Suspension - New, beefier 41mm forks offer greater rigidity up front while a redesigned linkage provides greater compliance at the rear. Re-calibrated all-round, the KLR's suspension offers a smooth, controlled ride perfect for hours in the saddle.

Equipped to Go-Anywhere - Firmer seat foam, greater weather protection, a powerful dual-bulb headlight and increased generator output make for greater long-distance touring capabilities and are complemented by a new, easy-to-read frame-mounted instrument panel that enables lighter steering and features a large speedometer, tachometer, odometer, trip meter and water temp gauge.

Long-Range Touring - Thanks to a massive 22.1 Litre fuel capacity, the KLR650 has the long-distance touring range to ride off into the sunset and back again. And if it's commuting you're planning, then you won't be planning on visiting the petrol station too often!

Improved Liquid Cooling - The KLR's sophisticated liquid cooling system employs an automatic cooling fan to maintain airflow at low speeds. Cooler engine temperatures allow tighter internal tolerances for quieter operation and longer engine life.

DUCATI 1198S ~ 2009

noreply@blogger.com (jaja) — Sat, 07 Feb 2009 20:34:13 PST

Producing 170hp (125kW) and with a dry weight of just 169kg (372.6lb), the new 1198 S now incorporates more World Superbike technology than ever before by taking the 1198 motor and adding top-of-the-range suspension, lightweight chassis components and a true racing-style traction control system designed for road use.

The high performance, fully adjustable 43mm Öhlins forks, which sport low friction titanium nitride-treated fork sliders, respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts every rider in superior control. The suspension set-up at the rear is complemented with a fully adjustable Öhlins rear shock equipped with a ride enhancing top-out spring and mounted to a single-sided swingarm for outstanding drive and traction. The front-to-rear Öhlins package is completed with a control-enhancing adjustable steering damper.

The 'S' sets the standard for lightweight performance. On any sport or race bike, the most effective area to reduce weight is its 'unsprung weight'. These are components like tyres, brakes and wheels. Lighter wheels have a lower 'moment of inertia' that is beneficial with every direction change and application of the brakes. The 1198 S addresses this important area by mounting new 7-spoke GP replica Marchesini forged and machined wheels. Both front and rear are super lightweight and their benefit is immediately apparent. The weight saving is further enhanced with the application of a carbon fibre front fender.

The 1198 S is supplied with the Ducati Data Analyzer (DDA) and Ducati Traction Control (DTC) systems as standard equipment. The DDA package enables the retrieval and analysis of data collected from your previous track session or road trip. DTC monitors front and rear wheel speeds to detect rear wheel-spin under acceleration and electronically reduces engine power to restore traction.

Kawasaki ER6-n 2009

noreply@blogger.com (jaja) — Sat, 07 Feb 2009 20:43:17 PST

Introduction

Muscular street fighter looks with an easy going personality

Riders seeking the performance and practicality of Kawasaki’s popular Ninja® 650R sportbike, but desiring something with a tougher, more muscular image need look no farther than the new 2009 Kawasaki ER-6n. Sharing mechanicals with the Ninja 650R, but with street-smart styling that reveals its trellis frame and compact parallel-twin engine, the ER-6n offers a unique blend of stunning good looks combined with nimble handling and a comfortable riding position. The ER-6n has all the performance of its Ninja sibling, in a new and distinctive guise.

The key to the ER-6n’s slender size is its compact liquid-cooled, fuel-injected, DOHC, 8-valve 649cc parallel twin engine, which permits the use of a narrow, lightweight frame. Its fuel injection settings grant the engine plenty of bottom-end torque and smooth low-mid rpm response. Its coolant is routed to the cylinder and head through the engine cases, reducing the number of hoses and simplifying the cooling system.

The size-efficient engine delivers good fuel economy and also meets stringent Euro-III emission regulations thanks to its precise fuel-injection and a new three-way catalyzer system equipped with a small and light 300-cell catalyzer.

The non-intimidating twin-cylinder appeals to riders with its excellent mid-range and plenty of character to thrill more advanced riders. This manageable powerplant offers superb roll-on response and enables the ER-6n to fluently slice through commuter traffic or carve canyons like a skilled surgeon.

The new ER-6n shares its signature trellis frame, offset laydown rear shock, swingarm, suspension and its chassis with the new Ninja 650R. The chassis rigidity balance and suspension settings, and the rubber upper-rear engine and handlebar mounts offer vibration dampening and lighter handling qualities. The rider and passenger footpegs are also rubber coated for a further reduction in the amount of vibration transferred to the rider. A slim and low seat further enhances the ER-6n’s natural riding position and makes reaching the ground painless.

Part of the ER-6n’s distinctive character is its sharp, muscular bodywork that gives it an aggressive, dynamic persona. The ER-6n’s bodywork accentuates the frame, rather than hiding it. The angular lines and simple design flows through the frame, rear suspension and swingarm creating an integrated line running from the steering head to the rear hub. Its tall fuel tank, raked-back radiator shrouds and sharp tail cowl further enhance the bike’s front-to-back compactness. The attention to detail is evident in the ER-6n’s high-quality paint finish.

The instrument cluster is uniquely stacked with a sharp design and easy layout from the analog speedometer to the multi-function LCD screen. The instrumentation features include a new fuel gauge, bar-style digital tachometer, clock, odometer and dual trip meters. Besides the rubber coating on the footpegs, the passenger also benefits from the easy to reach aluminum grab rails — nothing like a relaxed passenger to allow the rider to fully enjoy the ER-6n’s friendly ergonomics and a versatile cockpit.

Quite simply, this is a motorcycle that both novice and experienced riders can be at home on and equally comfortable employing its assets to the fullest, whether it be navigating urban environs or enjoying a weekend canyon run. In other words, this real world overachiever begs to demonstrate its versatility and everyday usefulness.

Authentic Kawasaki Accessories are available through Kawasaki dealers.

Details & Features

Quick-Revving, 649cc Parallel-Twin Engine
- Liquid-cooled, DOHC, 8-valve fuel injected twin cylinder delivers smooth, responsive performance, especially in the low to medium rpm range
- Excellent mid-range power, exceptional roll-on response and impressive passing performance make even commuter traffic enjoyable
- Silky smooth engine vibes via a 180° crankshaft driven balancer shaft, which in turn drives the water pump
- Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling
- Lightweight plug-mounted ignition coils deliver a hot spark and save space
- Wide radiator offers plenty of cooling efficiency
- New coolant routing travels directly to the engine cases, then on to the cylinder and head through internal passages, which reduces external plumbing and keep the cooling system simple
- Fine-tuned shift lever position is easy to use

Digital Fuel Injection
- Fuel injection settings permit a healthy bottom-end torque while letting the engine rev fast
- Sub-throttle valve equipped 38mm Keihin throttle bodies offer optimum performance and rideability
- Located behind the main throttle valves, the sub-throttles are controlled by the DFI® system ECU for a precise throttle response, similar to a constant-velocity carburetor
- Auto-fast idle system simplifies starting and helps ensure the catalyzer reaches optimum temperature quickly
- The lightweight fuel pump is mounted inside the fuel tank.

Compact Engine Design
- Powerful twin-cylinder engine is the most compact in its category, which helps reduce the dimension of the entire motorcycle and allows use of a slim, minimalist frame
- Triangular setup of the crankshaft and transmission shafts makes the engine short front-to-back
- Transmission input shaft, output shaft and change drum are contained in a “cassette”- style package that allows a compact layout and eases transmission maintenance chores
- Semi-dry sump design reduces engine height
- Plated, linerless aluminum cylinders with a narrow cylinder pitch keep the engine light and slim

Cleaner Emissions
- Efficient fuel injection and a three-way catalyzer inside the exhaust produce very low emissions, able to pass the stringent Euro-III emission regulations
- Utilizes a compact and light 300-cell catalyzer unit
- Under-engine muffler placement improves mass centralization and the bike’s low center of gravity
- The exhaust pipe bend and under-engine muffler arrangement contribute to the ER-6n’s attractive styling

Good Vibrations
- Rubber upper-rear engine mounts decrease the vibration transferred to the rider through the seat
- Handlebar is rubber-mounted to lessen vibration transmitted through the handle grips
- Rider and passenger footpegs are rubber coated to further reduce vibration

Lighter Handling Trellis Frame
- Frame has all the key ER-6n elements — slim, low, lightweight and compact design that is narrow at the knees and footpegs for rider comfort and control
- The strong, high-tensile steel trellis frame not only looks lightweight, but it is – rivaling that of aluminum frames
- Featuring balanced rigidity, achieved through extensive 3D analysis translates directly into superb handling
- The frame, rear suspension and swingarm designs flow together with an integrated line running from the steering head to the rear hub
- Short front-to-back dimensions of the engine allow for a long swingarm and a short wheelbase combination that contributes to the light and nimble handling

Rigid Swingarm
- Swingarm stiffness to balance the frame rigidity – due primarily to the rubber engine mounts
- The D-shaped cross-section swingarm, stabilizer, chain adjuster design and elegant one-piece rider/passenger footpeg stays complement to the ER-6n’s high-quality appearance

Suspension
- Front and rear suspension settings to match the frame and swingarm rigidity values for lighter, rider-friendly handling
- Shape of the 41mm fork lower ends around the axle shaft adds to the bike’s performance and high quality image

Confidence Inspiring Ergonomics

- An ideal handlebar, seat and footpeg relationship results in a comfortable and natural riding position suiting a wide range of riders
- Frame narrows just aft of the fuel tank enabling a slimmer seat, making the reach to the ground even easier
- The offset single-shock rear suspension layout with the battery located beside the shock instead of beneath it allows a lower seat height as well
- Low seat height and slim overall design make it easy to plant both feet firmly on the ground when stopped
- Aluminum passenger grips are positioned and shaped for easy grabbing by the passenger

Sharp Masculine Styling
- Angular, stacked dual headlight and its shroud contribute to the ER-6n’s masculine image and features two position lights
- Headlights can be adjusted behind the headlight cover
- Reinforcing the ER-6n’s masculine styling, the sharp, edgy radiator shrouds feature integrated front turn signals with clear lenses and orange bulbs and forward-leaning lines
- A flush-surface fuel cap and its sharp-edged motif give the tank a distinctive look
- The new ER-6n’s compact front-to-rear appearance is enhanced by the short front cowl, short rear cowl with its LED tail light and shrouds that start behind the front fork
- Finishing out the bike’s aggressive image is a sharp tail cowl design featuring a slimmer rear mud flap and turn signals that can also function as hazard lights
- A long front fender keeps the mud splashing to a minimum and its two-tone design matches the ER-6n’s light, compact theme
- An inner rear fender helps keep the underside of the tail cowl clean
- Storage options include four tie-down hooks for baggage or a spare helmet to be secured to the seat and a storage space under the seat with room for a U-lock or similar device

Mirrors
- Mirror design is a similar supersport-style and offer an unparalleled rear view

Brakes
- Dual 300mm front petal disc brakes with twin 27mm piston front brake calipers and a single 220mm rear petal disc deliver plenty of braking power
- Housed in a curved brake master cylinder reservoir , the front brake lever utilizes an optimized ball-joint and pivot location to deliver smooth actuation of its 14mm master cylinder piston

Wheels
- Attractive six-spoke supersport-style wheels augment the bike’s light look while reducing unsprung weight

Instruments/Controls
- Stacked instrument cluster has a sharp design and clean layout with an analog speedometer that uses white LED backlights for excellent visibility at night

- The multi-function LCD screen has amber backlighting and its features include a fuel gauge, bar-style digital tachometer, clock, odometer and dual trip meters
- Inner cover inside the front cowl provides a clean appearance in this area
- Handlebar mount design and curved shapes on the brake master cylinder reservoir and clutch lever contribute further to the ER-6n’s masculine appearance

KAWASAKI KLE500

noreply@blogger.com (jaja) — Tue, 03 Feb 2009 04:33:54 PST

WITH the on going increase in fuel price, you are better off riding a good reliable bike. You will have to for go the comfort of a plush seat and the air conditioning, but you will get to your destination earlier and the best part is you will save a lot in fuel, toll and parking. The only problem with this is that not many have the guts to tackle the local traffic on a bike.

This I believe can be related to your choice of tool. Many of us put looks and style in front of anything else and I think this is just stupid. Why use a blow torch to light up your ciggie when you can get a cheaper and easier Cricket lighter? Now back to the issue, you do not need a hyper sportsbike capable of reaching speeds of 300km/h just to go to your office.

What you need is a trusty bike which is easy to handle and will be around for the next century. That is why you need the Kawasaki KLE500.

Kawasaki has recently reintroduced their trusty KLE500 in their 2005 model line up. The word “reintroduced” might be wrong because the bike has always been around, except when they highlighted the bike in the line up, the KLE has been given some hot towel treatment to freshen up its image and more importantly, to make it suitable for today’s stringent emission control (which does not really affect Malaysians simply because our emission control stays unchanged since the day of the Triumphs and Nortons).

The KLE is still a dual purpose bike, but with looks more inclined to a scrambler rather than a commuter. But seriously, I rather have the off road quality than the touring one simply because there are not really many highways around our city. The KLE can still do a short burst on the highways but you will use its off-road inclined suspension more when you start treading the roads in the middle of the city.

Before we delve deeper into the riding bit, let’s see check out the new bits on this old bike.

The first thing you will notice is the new nose. Gone is the old nose which remained unchanged since it was introduce in 1991 and replacing it is something more stylish, with cues taken from the more modern Z1000 “manga” bike. It even comes with that small spoiler thingy which is claimed to reduce air buffeting at high speeds.

Next on the change list is the meter panel. Replacing the old tech gauges are, well, still the old tech gauges but with modern looking face dials and a new clock. Whatever it is, it looks new and trendier. Yes, trendier should be the right word.

Next would be the reshaped seat which is far more comfy for your bums and last but not least, the colour scheme. When I was riding the bike for a week, my neighbours who also ride thought I was trying out a KTM or some Italian bike. Impressed they were when they got to know it was actually the familiar KLE.

I forgot. There is still one more major change to the bike and that would be the emission system. Today’s emission control is a lot tougher and that is why the new KLE has three catalytic converters. Yes, they sap some power from the engine but at least you can now breathe the smoke it churns out (errr…please don’t try it).

One of the advantages of a dual purpose is its casualness. Unlike superbikes where you will look totally wrong wearing an open-face helmet and normal boots, a dual purpose allows you to have a simpler choice of attire. Of course you still can’t wear your sarong and singlet but you don’t need ultra expensive gears to look stylish. Just wear something that gives adequate protection and you will look equally good.

I thank God everyday for my height because thanks to it, I can ride all the roller-coasters in the world. Being a six-footer, I also have an extra edge when it comes to wooing the ladies (and I hope my missus is not reading this). Okay, before Mr. Editor starts knocking on my head, the reason why the sudden change to my height is because the KLE is a tall bike. For those who are envious of my height, you can ask your dealer to change the setting of the suspension so that the rear goes down a bit lower. If that still can’t help, you need to change to a lower seat with less padding.

The KLE provides an upright riding position and the wide handlebars give you extra leverage for more control on the bike. You will use it more often than not when you are traversing the KL’s famous traffic jams. Its height also helps you pass through the vehicles as their wing mirrors are below your handlebars.

You will not be burning rubbers at the stop lights and don’t ever try to provoke a two-stroke kapchai rider because you will lose out to him. Acceleration is rather adequate but the sticky rubbers do allow some fun in the curves as long as you have faith in it.

Attached a top box at the rear and you get instant cargo space. You can even add side panniers if you want to but you will have problems going between the traffic.

There is no point talking about whether can the KLE grind its foot-pegs or whether can you power wheelie the bike because the KLE is simply not that kind of bike. If you have those intentions, prepare to be frustrated. The main reason why there is still market for the KLE is because there is always be a need for an urban bike tough enough to tackle the traffic and the pot holes.

Spare parts and after sales service will not be a problem because there is a KLE in every town in this country. The sole distributor, Kawasaki Sunrock Sendirian Berhad is one of the most experienced bike distributor on this side of the world and sourcing of parts is as easy as giving them a call.

Aprilia RS125 2008

noreply@blogger.com (jaja) — Thu, 04 Dec 2008 06:32:52 PST

GENERAL

Model : Aprilia RS125 2008

Category : Sport

ENGINE

Type : 124.8cc, Liquid cooled, Single cylinder, 2 stroke

Bore x stroke : 54mm X 54.5mm

Compression ratio : 12.5 +/- 0.5:1

Fuel system : Dell’Orto PHBH 28

Ignition : Electronic CDI Ignition

Power : 29hp (21.6 kW) @ 11000rpm

Torque : 14nM (10.3ft. lbs) @ 6500rpm

Lubrication system : Saperate mixing with variable displacement, volumetric pump

Yamaha VMAX 2009 ~ New

noreply@blogger.com (jaja) — Sun, 12 Oct 2008 05:35:22 PDT

This is a bike made with 21st century technology, impressive power, acceleration to give you the shivers, and many other waves of adrenalin. This monster is equipped with a V4 at 1,679 CC, though the innovation doesn’t just stop there.

Yamaha is pursuing some of the latest and most advanced solutions available, electronically with the YCC-I and YCC-T, along with a rigid aluminium frame, disc brakes with radial calipers and six pistons, torque at 167Nm, and power at 200hp.
1985 : The birth of a legend

Back in the ’80s the big V8 muscle car was the undisputed boss on the strip in the USA, and in both the car and the bike drag race scene, the large-capacity engine was king. A quarter of a century ago, cubic capacity ruled – and Yamaha captured the true spirit of the time with the introduction of the awesome VMAX in 1985. With its massive 1,198cc V4, 4-stroke, 4-valve DOHC engine kicking out 140PS, this radically-styled muscle bike became an instant legend which established itself as the definitive cult-bike. With around 100,000 units sold during its production run that spanned two decades, the original VMAX made history by being included in the Guggenheim Museum’s ‘Art of the Motorcycle’ exhibition while still in production. There has never been anything to beat it…until now.

2008: A new era begins

For 2009 Yamaha introduces the new VMAX which offers the very latest in advanced design and technology for an awesome acceleration feeling, combined with bodywork and styling that respects and enhances the iconic image of the original model. With its all new engine and chassis, the high-tech VMAX is ready to capture the imagination of a whole new generation of adrenaline addicts, and at the same time inspire the many thousands of loyal owners who made the original model such a huge worldwide success.

New VMAX. Acceleration never felt so good!
The VMAX development team identified a series of goals in order to create a worthy successor to the legendary original model. The four main goals that the team set out to achieve were:
• Awesome acceleration feeling together with strong performance
• Distinctive, precise and sharp handling
• A sophisticated chassis with unique bodywork
• Compliant to EU3 regulations
With these main aims in mind, the development team have developed an all-new powerful state-of-the-art 1,679cc V4 engine which features Yamaha’s G.E.N.I.C.H. electronic engine control technology such as YCC-I and YCC-T; an all-new low-profile diamond-type frame manufactured from cast and extruded aluminium which uses the engine as stressed member, and developed to deliver the right balance of rigidity for excellent straight line stability with sharp and precise levels of cornering. The new engine satisfies EU3 regulations with the use of fuel injection as well as a 3-way catalyser and exhaust O2 sensor.

All-new liquid-cooled 4-stroke V4 engine
Powering the new VMAX is an all-new 1,679cc liquid-cooled 4-stroke DOHC 65 degree V4 engine which has been designed to offer an unforgettable acceleration experience created by higher levels of power, and an imposing design.
Running with bore x stroke dimensions of 90.0 x 66.0mm (compared to 76.0 x 66.0mm for the existing model VMAX) and featuring a compression ratio of 11.3:1, this visually intimidating new powerplant develops 147.2 kW (200 PS) at 9,000 rpm, together with a huge torque output of 166.8 Nm (17.0 kg-m) at 6,500 rpm.
These truly impressive power and torque figures are the result of many factors, not least of all being the 40% increase in the new engine’s cubic capacity. In addition to the extra cubes, the completely redesigned VMAX engine also benefits from the application of some of the most advanced Yamaha engine management technology ever seen in the category.
Yamaha’s G.E.N.I.C.H. technology is an advanced engineering concept which involves the application of cutting-edge electronic control technology in order to realise the dual goals of achieving increased performance and enhancing the riding experience.
The new VMAX benefits from this advanced Yamaha G.E.N.I.C.H technology with features such as YCC-I (Yamaha Chip Controlled Intake) and YCC-T (Yamaha Chip Controlled Throttle) which are key factors in achieving the new engine’s high levels of power. This new high-tech engine is the first Yamaha V4 to be equipped with a sophisticated new fuel injection system, which, together with the YCC-I and YCC-T, ensures that the powerful 65-degree V4 engine is fully equipped to deliver previously unimaginable levels of standing-start and roll-on acceleration.

65 degree V with centre cam chain
One of the major goals of the new VMAX design team has been to keep the new engine’s physical dimensions as compact as possible. Despite the fact that the all-new VMAX engine features a 40% increase in cubic capacity compared to the existing model (1,679cc vs 1,198cc), the new V4 powerplant’s overall dimensions are remarkably compact.
In order to keep the new engine’s front-to-rear length as short as possible, it adopts a 65 degree V bank, compared to 70 degrees on the original VMAX. This narrower angle between the massive cylinders serves to concentrate mass for more neutral handling performance, and makes the new powerplant 27mm shorter (from front to back) than the original model.
As well as the significant space savings achieved by the use of the innovative new combined chain and gear cam drive and 65 degree V layout, the use of a centrally located cam chain helps to minimize the new engine’s width. Despite the fact that the bore dimensions on the new larger-capacity VMAX are over 18% larger than its predecessor, the new engine’s overall width is approximately the same as the current model, and overall height is only 6.5 mm taller.
By adopting innovative new designs, Yamaha’s engineers have succeeded in achieving an extremely difficult goal, by increasing the cubic capacity of the new VMAX engine by 40%, whilst keeping overall dimensions to a minimum.

Forged aluminium pistons
Another example of the way in which sophisticated technology has been used to enhance the performance on the new VMAX is evident in the new forged aluminium pistons.

Fracture-split carburized con rods
Fracture-split (FS) carburized con rods were first used on the 2004 model YZF-R1, and in order to handle the huge power and torque output of the new 1,679cc V4 engine, this technology is now featured on the new VMAX.

YCC-I - Yamaha Chip Controlled Intake
Generally speaking, a long intake passage tends to make an engine stronger in the low to mid-speed range, while a shorter intake passage gives the pressure wave a faster pulse for increased performance at higher speeds.
The YCC-I (Yamaha Chip Controlled Intake) system is designed to vary the intake funnel length so that it is ‘tuned’ to give a positive intake pulse that best suits the prevailing engine speed.
When engine revs rise above 6,650 rpm, electronically-controlled servomotors cause each intake funnel to separate instantaneously, effectively creating a shorter intake funnel measuring only 54mm, which enables the VMAX engine to deliver even stronger performance from the mid-range right through to peak rpm.

Fuel Injection and YCC-T – Yamaha Chip Controlled Throttle
Another highly advanced feature seen on the new VMAX is the YCC-T Yamaha Chip Controlled Throttle, which features the same design as that used on the current Yamaha supersport models.
This innovative throttle has a remarkably high calculating speed, and assesses the engine’s running conditions every millisecond, which enables the system to respond instantaneously to rider inputs.
The YCC-T system on the new VMAX helps to deliver awesome acceleration feeling together with the desired torque curve in all conditions, and also prevents the 1,679cc V4 engine from ‘bogging down’ if the throttle is snapped opened too quickly

Aggressively-styled new aluminium air intakes and extra-large-capacity airbox
Aggressively-styled hand-finished aluminium air intakes mounted on the front left and front right side of the dummy fuel tank give the VMAX a muscular profile, and direct an intense flow of air straight into the massive new airbox which is approximately twice the volume of the design on the existing model. By delivering a strong supply of cool, fresh air, this new large-capacity airbox is designed to maximize the significant performance gains associated with the new YCC-I system.

Low-maintenance shaft drive
Existing VMAX owners looking to upgrade to the new model – as well as those riders who are yet to discover the thrill of awesome V4 acceleration – are sure to appreciate the low-maintenance requirements and superb reliability of the new shaft drive system.
To complement the machine’s more powerful 1,679cc V4 engine, a compact new system has been designed for the new VMAX. By optimizing the ratios of the engine-side reduction gear and the final gear, our engineers have designed a smaller-diameter rear gear case. Featuring 29 teeth compared to 33 on the existing model, the slimmer and more compact 188mm rear gear case gives the machine’s rear end a much more athletic look, and further underlines the muscular image of this iconic new motorcycle.

4-1-2-4 exhaust system with short titanium mufflers
For excellent all-round performance the new VMAX runs with a new 4-1-2-4 exhaust system featuring short, upswept mufflers. After leaving the cylinders, the four header pipes flow into a single chamber, where the system splits into a left and right side pipe, and then each of these divides again to give a 4-1-2-4 system.
An 02 sensor (Lambda sensor) detects oxygen levels in the exhaust system and regulates the fuel supply via the fuel injection system to ensure that emissions are minimized, while a 3-way honeycomb catalyser ensures the VMAX exceeds EU3 regulations.
The four single-expansion mufflers are short and upswept, and emit a strong and pleasing exhaust sound with a special pulsing sensation that announces your presence. The high quality silencers are manufactured from lightweight titanium, and finished in shot blast to complement the mean and moody look of the black frame and engine.

Lightweight magnesium covers
For reduced weight and a high quality finish, the clutch cover, AC magneto cover and drive shaft cover are all manufactured from lightweight magnesium alloy.

Newly-designed low-profile aluminium frame
The new VMAX is equipped with a completely new advanced-specification aluminium frame which has been designed to deliver high levels of handling performance, allowing the rider to optimize the huge potential of the remarkably powerful 1,679cc V4 engine.
The beautifully-finished black main frame spars arc forcefully across the top of the mighty V4 engine and down to the pivot in a semi-loop, accentuating the massive engine’s handsome profile, and giving the new VMAX a bold, athletic and high-tech image.
The VMAX’s new diamond-type frame has been developed using Yamaha’s industry-leading chassis design and manufacturing technology, and features an immensely strong yet lightweight structure that is made up from a variety of gravity-cast, CF die-cast and extruded aluminium sections. This innovative new design incorporates gravity-cast components for the main frame and pivot assembly, while the rear frame is made from a range of Yamaha’s exclusive CF die-cast parts and extruded parts which are welded together.
This combination of these different types of aluminium, each with a different rigidity level, is one of the major factors in achieving the desired balance of rigidity. To fine-tune this balance even further for excellent handling and accurate rider feedback, the wall thickness on the main frame varies from between 3mm through to 6mm.
An imaginary straight line drawn between the pivot and head pipe runs right through the centre of the V-bank, and this layout makes for neutral handling characteristics. And by incorporating the V4 engine as a stressed member – using cast-iron mounts at the front, the centre of the V bank, and at the top and bottom of the crankcase – the overall chassis rigidity balance is further enhanced.
There’s no doubt that the original VMAX established a reputation as one of the most awesome straight line performers, and this aspect of the machine’s character has been taken to an even higher level with the new chassis. With an extended wheelbase of 1,700mm – compared to 1,590mm on the existing model – the new model’s advanced aluminium chassis is built to handle the massive power and torque output that can be released with a twist of the throttle. Significantly, the new bike’s swingarm is over 35% longer than on the existing model at 662.5mm, allowing the rider to lay down the 1,679cc V4 engine’s power more effectively then ever.

Large-diameter forks with oxidized titanium coating
Virtually everything about the stunning new VMAX sets it apart from any other motorcycle, from its mighty V4 engine through to its radical styling and intimidating image. Featuring massive tubes, the front forks are like nothing else seen on any other machine, and are perfectly in keeping with this bike’s unique character.
The 52mm tubes offer excellent rigidity combined with smooth fork action – and they benefit from an oxidized titanium coating that ensures increased surface hardness and stiction-free operation – while the moody dark finish perfectly complements the black frame and engine. The new front suspension is designed to deliver a smooth ride with neutral handling characteristics, and is fully adjustable for preload, as well as rebound and compression damping, allowing riders to customise the ride to suit their own requirements.
It’s not only the massive 52mm tubes that put these forks in a league of their own – they also feature two-piece outer tubes. Featuring an extremely rigid cast lower section incorporating the radial-mounted brake calipers, and an extruded aluminium upper section which has been precision-machined for superior suspension action, these special front forks characterize the VMAX’s inherent style, first-class quality and advanced technology.
The combination of flex-resistant 52mm tubes, a cast aluminium upper triple clamp and forged aluminium lower triple clamp, as well as a wide pitch of 225mm and 30mm offset ensure that the VMAX rider experiences a neutral steering feeling for greater riding pleasure.

Link-type Monocross rear suspension
The rear suspension is a link-type Monocross system which is, like the new front forks, is fully adjustable for preload, as well as for compression and rebound damping.
For added convenience, the new VMAX is equipped with a hydraulic remote adjuster for preload setting, while a remote control dial beneath the tandem footrest adjusts the compression damping. Another remote control dial beneath the left-side swingarm allows easy adjustment of the rear shock’s rebound damping.
The full adjustability of both the front and rear suspension systems is more commonly associated with supersport models, and allows the VMAX rider to optimise the ride quality on their machine for outstanding roadholding.

2-piece radiator and liquid-type oil cooler
The new VMAX benefits from a sophisticated cooling system which consists of two radiators and an oil cooler. The two-piece radiator features a curved-type upper section which allows the engine to be situated closer to the front wheel for idealised mass centralisation. In order to achieve a maximum surface area for highly efficient engine cooling, the lower part of this two-piece radiator is a conventional flat shape whose unobtrusive design allows the massive V4 engine to be seen in all its glory – and at the same time permits the fitment of a fan.
And to ensure stable oil temperatures for consistently strong engine performance, the 1,679cc engine is equipped with a liquid-type oil cooler.

Large-diameter front and rear wave-type brake discs
The braking system that has been developed for the new VMAX is one of the most sophisticated and powerful designs ever seen on a Yamaha motorcycle. At the front end, dual 320mm diameter wave-type discs are gripped by radial-mounted 6-piston calipers for excellent stopping power – and for superb feel, the master cylinder features a radial-type pump.
And for strong, confidence-inspiring braking, the new VMAX runs with a 298mm wave-type disc slowed by a pin-slide type single-piston caliper.

Linear-controlled ABS system
The VMAX is equipped with a newly-developed linear-controlled hydraulic ABS system which is designed to enhance braking control over a variety of road surfaces and in varying riding conditions. The hydraulic control system is activated by a linear solenoid valve which prevents wheel lock-up during braking, allowing the rider to experience smooth lever action and achieve effective braking on different types of road.
This innovative and compact ABS system combines the ECU and hydraulic mechanism into a single unit which is situated under the seat. By keeping the system’s dimensions to a minimum, neither the machine’s aesthetics or weight have been compromised, and the positioning of the unit ensures that overall mass centralisation is enhanced.

18 inch front and rear wheels
For natural handling qualities the VMAX is equipped with 18 inch front and rear wheels which are shod with specially-developed tyres that are designed to offer the optimum balance of grip, shock absorption and roadholding. With a 120/70-R18 front and a massive 200/50-R18 rear, this outstanding motorcycle is equipped to lay down its awesome levels of power and torque like no other machine.
Lightweight bodywork for effective mass centralization
Mass centralisation has been one of the key goals for the VMAX development team. During the machine’s exhaustive development and testing phase, every effort has been made to use lightweight materials wherever possible – and at the same time, to locate heavier components close to the bike’s centre of mass.
One of the most significant factors in achieving an idealised mass centralisation is the positioning of the 15-litre fuel tank under the seat. Manufactured from light fluorinated polyethylene, the tank is easily accessed by means of a convenient single-handed lever with a built-in damper which underlines the quality and attention to detail on this class-leading muscle bike.
These measures play an important role in shaping the neutral handling characteristics of this machine, whose roadholding, steering and overall chassis performance raise the bar in the muscle bike category.

Tank-mounted multi-function instrument
Mounted on top of the dummy fuel tank is a multi-function Organic Electro-Luminescent “OEL” instrument panel which displays a wide range of information on its 256×64 dot display. This newly designed OEL panel gives a bright, easy-to-read display and offers an instant response, and its functions include odometer, tripmeter, clock, fuel gauge, temperature gauge, gear position, running fuel consumption, intake air temperature and throttle opening, as well as a stopwatch with a countdown function.
Muscular new design
The fact that the styling on the original VMAX has remained largely unchanged for 24 years is a tribute to the immense strength and unique character of its original design. Creating a worthy successor to this iconic motorcycle posed many challenges for Yamaha’s team of designers, and the new VMAX utilises the latest designs and materials to create a truly modern work of art that is clearly the 21st century manifestation of the old master.
While the original VMAX embodied the spirit of the drag strip – combined with a brutal bodybuilder-style image – the new model has been designed to radiate a feeling of massive internal strength which hints at the awesome power just waiting to be unleashed at any time.
Key to this imagery are the four massive air intakes, the muscular V4 engine, and the four short upswept mufflers, which serve to underline the intimidating beauty of this single-minded high-performance motorcycle.

Colour:
The new VMAX will be available in Solar Black.

VMAX Accessories
Yamaha have developed a range of high quality functional and cosmetic accessories for the new VMAX, as well as an exclusive range of clothing. Information on the new VMAX accessories and clothing line can be found on www.new-VMAX.com which goes live on 4th June.

APRILIA MANA 850 ~ NEW 2008

noreply@blogger.com (jaja) — Thu, 04 Sep 2008 05:48:21 PDT

The NA 850 Mana. Never has there been such an innovative and technologically revolutionary Aprilia. An advanced system for electronic controlling of the transmission allows for a relaxed ride with the utmost amount of fun and efficiency. The Aprilia 850 Mana is a motorcycle without competitors in the international market, capable of delivering results under any types of use. A simple touch of the button on the handlebar of the Aprilia 850 Mana and you enter into a completely different world. Three separate mappings for the totally automatic transmission and a sequential shift with 7 gears make it easy to find the best-adapted configuration for the traffic and riding conditions of the Aprilia 850 Mana.

The CVT system is a belt and variable diameter pulley system that provides an infinite number of gear ratios, making the bike smooth and very easy to ride. It also has some performance advantages and it will satisfyingly out drag almost anything (including top of the range sports bikes) from the traffic lights.

Aprilia have set up the CVT with three automatic settings and a pseudo sequential seven speed manual. The auto settings are touring (for good economy), sport (for maximum performance) and rain (for a softer power delivery for good traction in the wet), and they are interchangeable on the move with a handlebar switch. The pseudo manual option is controlled also via the handlebars (see pic) or through the traditional left foot selector. There is no clutch lever.

The commuter is clearly in Aprilia's sights here, with a bike that is easy to ride and well suited to town riding, but also has the cool convenience of a helmet storage in the false fuel tank, with the airbox being moved to between and to the left of the v-twin cylinders and the real fuel tank to under the seat.

The engine is a torquey, easily maintained and economical 90° v twin developed initially by parent Piaggio's engine department with 75bhp and 56lbft, single overhead cams, a dry sump and stainless steel exhaust.

The frame is a rigid tubular steel trellis design that should make the bike handle like an Aprilia should.

The front end is chunky 43mm upside down forks with radial brakes, steel braided lines and 320mm discs.

The rear has an aluminium swing arm with the shock absorber moved to one side to allow for a shorter, faster turning wheelbase.

BMW S1000RR

noreply@blogger.com (jaja) — Sat, 23 Aug 2008 05:21:08 PDT

BMW HP2 SPORT

noreply@blogger.com (jaja) — Sat, 23 Aug 2008 05:20:04 PDT

BMW F650 GS

noreply@blogger.com (jaja) — Sat, 23 Aug 2008 05:18:57 PDT

YAMAHA FZ1

noreply@blogger.com (jaja) — Sat, 02 Aug 2008 00:08:11 PDT

2001 was the first year that the FZ1 was produced. Models produced in the period 2001 to 2005 were known as FZS1000S (Fazer in Europe). They had a modified Yamaha YZF-R1 motor in a steel tubular frame. The FZ1 was carburated and produced around 140 horsepower. They were virtually unchanged over this period, except for different color options. In some European countries the 2005 model saw the introduction of an exhaust based catalytic converter, albeit of a rudimentary design.

2006 saw the introduction of a completely new model. The main changes included a new chassis, suspension, body work and a completely new engine, never seen before in the big Fazer. This brought the bike up to date with modern rivals. There have been instances of fuel injection glitches on the new model, although there are various 'fixes' available. The 2007 and on models have resolved most of these early fuel injection problems. The 2006 model has a 998 cc DOHC 20-valve R1 engine, which produces 150 horsepower at 11,000 rpm, set in an all-new compact aluminum frame.

Engine

Engine typeLiquid-cooled, 4-stroke, DOHC Displacement998 cm 3 Cylinder arrangementForward-inclined parallel 4-cylinder Bore & stroke74 x 58 mm (2.91 x 2.28 in) Compression ratio11.4 : 1 Engine idling speed1,050 - 1,150 r/min Vacuum pressure at engine idling speed30 kPa (225 mmHg, 8.86 in Hg) Standard compression pressure (at sea level)1,450 kPa (14.5 kg/cm2 , 206 psi) at 400 r/min

Fuel

Recommended fuelUnleaded fuel (for USA) Regular unleaded gasoline (for CDN) Fuel tank capacity: Total (including reserve)21 L (18.5 Imp qt, 22.2 US qt) Reserve only4.0 L (3.52 Imp qt, 4.22 US qt)

Engine Oil

Lubrication systemWet sump

YAMAHA FJR1300A

noreply@blogger.com (jaja) — Sat, 02 Aug 2008 00:02:09 PDT

HISTORY

The FJR1300 was introduced to Europe in 2001 before arriving in North America in 2002 with the 2003 model year designation and offered in a non-ABS version only. Motorcyclist magazine named the 2003 model Motorcycle of the Year. It had 298 mm front rotors. It appeared in Europe in various colours: silver, blue, black and red.

The 2004 European model came in a range of colours, including Silver Storm. The 2004 North American models included both a non-ABS version with traditional blue anodized brake calipers and a new ABS version. Both are Cerulean Silver. Other refinements included an upgrade to the suspension rates, 320 mm front brake rotors, and a fairing pocket for small items.

The 2005 North American model year remained structurally unchanged with a non-ABS and ABS model in Galaxy Blue.

In 2006 the U.S. and World model years synchronized and design significantly changed including trailing arm changes, radiator curving, instrumentation changes, upgraded alternator and significant attention to airflow changes from reported heat issues in previous years. In response to these complaints, Yamaha added several adjustable vents to the FJR1300, allowing the rider to direct air to or away from the body.

The base 2006 FJR1300A model has ABS and is Dark Blue Metallic while the Cerulean Silver colored FJR1300AE model features a semi-automatic transmission. The AE model has YCCS, or Yamaha Chip-Controlled Shift. The rider can either utilize the standard foot shifter sans a clutch lever, or shift via a lever on the left bar where a clutch would normally be. The AE model continues in production through 2008.

For 2008 some minor changes were introduced, including an update to the altitude-related ECU issues and throttle 'feel', notably to improve low speed on/off throttle transitions. The colours announced in Europe are; Silver (Silver Tech), Black (Midnight Black) and Graphite. 2008 also sees minor changes in the ABS system.

FJR1300A - NEW FEATURES FOR 2006
- ABS with Combination Brake System fitted as standard equipment
- Combination Brake System (CBS ABS) activated by rear brake
- Sophisticated new aerodynamic bodywork
- New longer 567 mm swingarm
- Side cases fitted as standard equipment
- Increased adjustability of the electronically-controlled windscreen
- Air intake in upper cowl for reduced negative pressure in cockpit
- New middle cowl with two-step/30 mm width adjustability range
- Larger air intakes for improved air management
- New curved radiator with twin ring fans
- Improved honeycomb catalyser
- New heater-equipped O2 sensor
- Progressive throttle action
- 2.7% higher overall gear ratio
- Heat insulation on front underside of fuel tank
- Three-step / mm of front/rear handlebar adjustability
- Two-step / 20 mm adjustable seat height
- Newly designed slimmer rear frame
- Revised passenger footrest position
- Stylish new multi-function instrumentation
- Redesigned one litre capacity storage box with 2 V DC output
- White flasher lenses front and rear
- Newly designed headlight and tail light
- New easily accessible headlight beam adjuster knob
- Redesigned horizontally-retractable rear view mirrors
- Wide selection of accessories available

YAMAHA BT1100 BULLDOG

noreply@blogger.com (jaja) — Fri, 01 Aug 2008 23:56:16 PDT

TECHNICAL SPECIFICATION

Manufacturer (Make) : Yamaha

Model Name : BT 1100 Bulldog

Year : 2004

Category(class) : Street Fighter

Engine Capacity (Displacement) : 1063 ccm (64.87 cubic inches)

Engine TypeTwin

Bore x Stroke : Ø95.0 mm x 75.0 mm (Ø3.74 inches x 2.95 inches)

Stroke : 4

Valves per Cylinder : 1

Timing System : SOHC

Cooling System : Air

Front Suspension Travel : 130 mm (5.12 inches)

Rear Suspension Travel : 113 mm (4.45 inches)

Front Brakes : Dual disc

Front Brakes Diameter : Ø298 mm (Ø11.73 inches)

Rear Brakes : Single disc

Rear Brakes Diameter : Ø267 mm (Ø10.51 inches)

Front Tire : 120/70-zr17

Rear Tire : 170/60-zr17Dimensions

Overall Length : 2192 mm (86.3 inches)

Overall Width : 800 mm (31.5 inches)

Seat Height : 812 mm (31.97 inches)

Wheelbase : 1511 mm (59.49 inches)

Ground Clearance : 168 mm (6.61 inches)

Curb Weight : 229.5 kg (506 lb)

Max Power : 64.10 HP (46.8 kW) at 5500 RPM

Max Torque : 88.20 Nm (64.85 ft*lbs) at 4500 RPM

Power/Weight Ratio : 0.28

TRIUMPH DAYTONA 675 SE

noreply@blogger.com (jaja) — Fri, 01 Aug 2008 23:45:34 PDT

History and development

Triumph Daytona 675 development started in 2000 following the launch of the TT600. The TT600 represented Triumph's first modern foray into the middle weight sports motorcycle market. A decision was made to manufacture a machine closer aligned with traditional Triumph values. A notable technical decision was the selection of a three cylinder engine as the power plant, instead of the four cylinder used by the TT600 and the other 600 cc supersport motorcycles.

In 2001, soon after the completion of the similarly three cylinder powered Triumph Daytona 955i, Triumph began engineering analysis to work out weight, engine performance in horsepower and torque. Pleased with the figures, the project moved to the full concept phase in March 2002.

Initial chassis development work was done using a chopped Daytona 600 chassis. Triumph moved the wheelbase, adjusted the head angle, and modified the tank. This new configuration exhibited better performance than the original Daytona 600, forming a basis to compare against competitive bikes such as the Kawasaki Ninja ZX-6R and Honda CBR600RR. While engine development had not been completed, computer aided chassis development continued with the data collected from these tests.

Design work for the Daytona 675 proceeded, producing a primarily black design based on the Daytona 600. However, this initial design was discarded as great British designs of the 1960s had "a flowing curved design - no sharp angular aggressive edges". A member of the engineering team produced a concept drawing of the 675 as a naked bike. Styling was based upon this concept drawing and that of the earlier T595 model. Styling development continued in house, staying close to spirit of earlier Triumph design. Market research groups made up of a variety of different classes of sportbike riders choose the latter design of bike which was refined and adopted for production.

The newly developed engine was first tested on a dynamometer in May 2003. Final development combining styling, engine, chassis into a prototype quickly followed. Prototype testing started in late 2004.

The Daytona 675 was officially launched at the NEC International Motorcycle and Scooter Show in 2005. An UK based Bike Magazine was given an exclusive test ride prior to the official launch, impressing the magazine test rider. The magazine declared it "the best British sportsbike ever" and "possibly one of the greatest sportsbikes of all time".

The Daytona 675 won the Supersport category for the Masterbike 2006 (finishing 3rd overall), and won again in 2007.

A 24 hour race track test by Performance Bikes Magazine in the February 2007 edition placed a Daytona 675 against a Suzuki GSX-R750 over a 24 hour period which did not yield a positive result for the Daytona. The Daytona 675 did not complete the race test due to a severe mechanical failure. Later analysis indicated that the engine had suffered a broken valve which is thought to have occurred due to incorrect servicing. Prior to the failure the Daytona had been consistently outpacing the Suzuki on the course, averaging 0.7 seconds a lap faster (despite lower engine capacity and horsepower). The magazine concludes (as suggested by Triumph) that this appeared to be an isolated case attributable most likely to incorrect assembly during pre-race servicing.

No significant revisions have been made since the bike's release in 2006. Color schemes have been revised for 2008, options for "Scorched Yellow" and "Graphite" have been removed and replaced with "neon blue" in addition to the previous "tornado red" and "jet black". In addition to minor decal changes on the standard Daytona 675, Triumph is offering the Daytona 675 Special Edition. This version features a "Phantom Black" paint scheme, black engine cases with gold wheels, decals and steering nut.

Price : $8,999 USD , £7,199 GBP, $14,890 AUD

Engine and transmission

Displacement:675.00 ccm (41.19 cubic inches)

Engine type:In-line threeStroke:4

Power:125.00 HP (91.2 kW)) @ 12500 RPM

Torque:72.00 Nm (7.3 kgf-m or 53.1 ft.lbs) @ 11750 RPM

Compression:12.7:1

Bore x stroke:74.0 x 52.3 mm (2.9 x 2.1 inches)

Fuel system:Injection. Multipoint sequential electronic fuel injection with forced air induction

Fuel control:DOHC

Ignition:Digital - inductive type - via electronic engine management

SystemStarter:Electric

Cooling system:Liquid

Gearbox:6-speed

Transmission type final drive:Chain

Clutch:Wet. multi-platePhysical measures

Seat height:825 mm (32.5 inches) If adjustable, lowest setting.

Overall height:1,109 mm (43.7 inches)

Overall length:2,010 mm (79.1 inches)

Overall width:673 mm (26.5 inches)

Wheelbase:1,392 mm (54.8 inches)

Chassis and dimensions

Frame type:Aluminum beam twin spar

Rake (fork angle):23.5°

Front suspension:41mm USD forks with adjustable preload. rebound and compression damping

Rear suspension:Monoshock with piggy back reservoir adjustable for preload. rebound and compression damping

Front tyre dimensions:120/70-ZR17

Rear tyre dimensions:180/55-ZR17

Front brakes:Double disc

Front brakes diameter:308 mm (12.1 inches)

Rear brakes:Single disc

Rear brakes diameter:220 mm (8.7 inches)

Fuel capacity:17.40 litres (4.60 gallons)

Color options:Scorched Yellow. Tornado Red. Graphite

SUZUKI KATANA 750

noreply@blogger.com (jaja) — Fri, 01 Aug 2008 23:34:36 PDT

Engine:

Engine Type Horizontal In-line Cylinders 4 Engine Stroke 4-Stroke Cooling Air / Oil Valves 16 Valves Per Cylinder 4 Valve Configuration DOHC Compression Ratio 10.7:1 Starter Electric Fuel Requirements Regular Fuel Type Gas

Transmission:

Transmission Type Manual Number Of Speeds 6 Primary Drive (Rear Wheel) Chain

Wheels & Tires:

Front Tire (Full Spec) 120/70 ZR17 Rear Tire (Full Spec) 150/70 ZR17

Brakes:

Front Brake Type Dual Hydraulic Disc Rear Brake Type Hydraulic Disc

Technical Specifications:

Wheelbase (in/mm) 57.7 / 1465

Fuel Capacity (gal/l)
5.3 / 20

SUZUKI GSX-R750

noreply@blogger.com (jaja) — Fri, 01 Aug 2008 23:29:06 PDT

The GSX-R750 is a sport bike from Suzuki's GSX-R series of motorcycles. It was introduced in 1985 and can be considered to be the first of the modern racer-replicas with many race-derived technologies and the looks of a Suzuki Endurance racer at an affordable price.

When the first GSX-R750 was introduced more than two decades ago, it defined an entirely new category of motorcycle: The true racer replica. For more than 20 years, the GSX-R750 has been a direct link between the racetrack and the street.

It is a revolutionary motorcycle that changed production- based racing forever. Filling racing paddocks around the globe, and driving would-be competitors from the grid. A machine so dominant that other brands abandoned the 750cc racing class because they could not compete.

The GSX-R slogan, Own The Racetrack, is based solidly in fact. Say GSX-R75O, and the world thinks of a racebike with lights, with the best possible balance of engine and chassis performance.

For 2007, the latest version of the legendary GSX-R7SO continues to relentlessly advance high-performance technology. Combining the responsive torque and broad, smooth powerband of a heavyweight with the compact size and easier handling of a middleweight. Now more compact . More powerful. More aerodynamic.

Specs

Engine:749cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve Bore Stroke:70.0 x 48.7mm

Compression Ratio:12.5:1

Fuel System:Fuel Injection

Lubrication:Wet Sump

Ignition:Digital/transistorized

Transmission:6-speed, constant mesh

Final Drive:#525 chain

Overall Length:2040mm (80.3 in.)

Overall Width:715mm (28.1 in.)

Overall Height:1125mm (44.3 in.)

Seat Height:810mm (31.9 in.)

Ground Clearance:130mm (5.1 in.)

Wheelbase:1400mm (55.1 in.)

Dry Weight : 163 kg (359 lbs) CA model: 164 kg (361 lbs.)

Suspension Front:Inverted telescopic, coil spring, fully adjustable spring preload, rebound and compression damping

Suspension Rear:Link-type, gas/oil damped, fully adjustable spring preload, compression and rebound damping

Brakes Front:Dual hydraulic disc

Brakes Rear:Single hydraulic disc

Tires Front:120/70-ZR-17

Tires Rear:180/55-ZR-17

Fuel Tank Capacity:16.5 liter (4.4 gal.) CA Model: 15.5 liter (4.1 gal.)

Color:Blue/White, Blue/Black, Gray/Silver

SUZUKI GSX-650F

noreply@blogger.com (jaja) — Fri, 01 Aug 2008 23:18:10 PDT

2008 Suzuki GSX650F

Here's fuel-injected proof that sportbikes don't have to be one-dimensional. Introducing the new GSX650F, featuring an ideal balance of sportbike excitement and all-around versatile performance. It offers crisp handling, so you can turn any winding road into a ride to remember. Its liquid-cooled four-cylinder engine is tuned for strong low-end and midrange power, for smooth and easy riding around town. Whether you're on the back roads or the open highway, you'll appreciate the GSX650F's comfortable design, including a more upright seating position that makes all-day rides a pleasure. And the new GSX650F has one more feature that you'll appreciate - a price tag that will leave you smiling.

FEATURES:

New for 2008:

New Engine
All new, compact, liquid-cooled, fuel injected, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm and featuring strong and easily accessible power and torque

Suzuki Dual Throttle Valve fuel injection system for smooth acceleration. Fuel injectors are compact and lightweight with 4 hole injectors for optimum fuel atomization and greater power output

The cylinder head achieves a narrow valve angle of 17 degrees intake and exhaust for high intake and exhaust efficiency

Cam profiles are chosen with an emphasis on low-to-mid range power output and help to deliver highly accessible performance that is well suited to an entry level rider

Piston rings are manufactured with ion plating treatment using Physical Vapor Deposition (PVD) for a smoother surface, increased durability and reduced friction and reduced oil consumption

Suzuki Composite Electrochemical Material (SCEM) coated cylinders deliver high heat dissipation and allow for smaller piston to cylinder clearances

A large capacity exhaust system utilizes a high capacity catalyzer and an oxygen sensor to meet strict Euro 3 and Tier 2 emissions requirements while still providing strong performance throughout the rpm range

The GSX650F keeps cool with a high efficiency radiator combined with a 190mm electric cooling fan controlled by the ECM and a high output water pump with a bearing-less design for reduced weight

New six speed transmission works smoothly with a hydraulic clutch for crisp shifting in a variety of riding conditions

New Chassis
All new full fairing design with styling cues taken from the high performance GSX-R series for a sport-inspired look with full fairing protection for the rider

New double cradle steel frame provides excellent balance, nimble handling a unmatched rider comfort with a sporty overall feel

New 41mm forks are designed for a smooth ride and are preload adjustable for a variety of riding conditions

New rebound and preload adjustable rear shock works in conjunction with a link-type rear suspension for excellent road holding performance

New Tokico 4 piston front brake calipers are used with a 310mm brake rotor for optimum braking performance and combined with a lightweight single piston rear caliper and a 240mm rear brake disc

The Bandit GSX650F features a sleek half fairing, with built in line-beam headlights, an effective windscreen and fairing mounted mirrors

Wide, comfortable one piece seat with low seat height for increased rider and passenger comfort

New GSX-R inspired instrument cluster includes a step motor driven tachometer, dual trip meters, reserve trip meter, clock, fuel gauge, and a useful gear position indicator
Compact fuel tank is designed for an easy reach to the handlebar with a narrow mid section while still retaining a full 5.0 gallons of fuel capacity.

SPECIFICATIONS 2008 SUZUKI GSX650F:

Model Number GSX650FK8
Type Sportbike
Warranty 12 month unlimited mileage limited warranty
Suggested Retail $6999 USD
Engine 656cc, four-stroke, 4-cylinder, DOHC 16 valve, liquid cooled*
Bore & Stroke 65.5 x 48.7 mm*
Compression Ratio 11.5:1*
Fuel System Fuel Injection
Lubrication Wet sump
Ignition Digital/Transistorized
Starter Electric
Transmission 6-speed
Final Drive chain*
Overall Length 2130 mm (83.9 in.)*
Overall Width 760 mm (30.4 in.)*
Overall Height 1225 mm (48.2 in.)*
Seat Height 770 mm (30.3 in.)*
Ground Clearance 130 mm (5.3 in.)*
Wheelbase 1470 mm (57.9 in.)*
Dry Weight 216 kg (475 lbs.)*
Suspension Front Telescopic, oil damped, preload adjustable
Suspension Rear Link-type suspension, adjustable preload and rebound
Brakes Rear Single hydraulic disc
Tires Front 120/70 ZR17
Tires Rear 160/60ZR17
Fuel Tank Capacity 19 liter (5.0 gal.) CA Model 18.5 liter (4.9 gal.)
Color Blue/White, Black/Silver