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AD 125 MY09 or AD 200 MY09 ?

2011-05-17T14:04:00.001+07:00

AD 125 MY09

ENGINE TRASMISSION
Engine: single cylinder four-cycle
Bore/stroke: 48,8 x 57
Displacement: 124,5 cc
Max power: 9,7kw a 8500 rpm
Max torque: 10,9 Nm a 6500 rpm
Gasoline: unleaded petrol
Lubrification: wet carter
Engine start: electric start
Cooling: water-cooled
Gear: CVT with automatic clutch

WHEELS
Tyres: front 120/70 x 14'', rear 140/70 x 14'' tubeless
Rims: 5 spokes aluminium rims, front 3.50 x 14'', rear 3.50 x 14''
Front brake: 260 mm disc brake
Rear brake:240 mm disc brake

FRAME
Frame: high-resistance steel pipe and traily mixed frame
Windscreen frame: aluminium composite frame
Front suspensions: telescopic hydraulic front forks ø 41 mm
Rear suspensions: engine behaving structural, double rear two-ways shock absorbers preload adjustable on 5 positions

SIZES
Length: 2180 mm
Width: 720 mm
Height: 1759 mm
Seat height: 700 mm
Wheel base: 1560 mm
Dry weight: 170 kg
Gasoline tank: 13 litres (2,2 litres reserve)

HOMOLOGATION
Fuel consumption on bench: 25km/l;
Distance on bench: at 60 km/h 34 km/l
Homologation: Euro 3

ACCESSORIES
Side deflectors
Roof deflectors
S-Thermo scud
Luggage's strap
Rear spoiler
Heater

AD 200 MY09

ENGINE TRASMISSION
Engine: single cylinder four-cycle
Bore/stroke: 61 x 58,6

Displacement: 171,2 cc
Max power: 11,8kw a 7500 rpm
Max torque: 15,3 Nm a 6500 rpm
Gasoline: unleaded petrol
Lubrification: wet carter
Engine start: electric start
Cooling: water-cooled
Gear: CVT with automatic clutch

WHEELS
Tyres: front 120/70 x 14'', rear 140/70 x 14'' tubeless
Rims: 5 spokes aluminium rims, front 3.50 x 14'', rear 3.50 x 14''
Front brake: 260 mm disc brake
Rear brake:240 mm disc brake

FRAME
Frame: high-resistance steel pipe and traily mixed frame
Windscreen frame: aluminium composite frame
Front suspensions: telescopic hydraulic front forks ø 41 mm
Rear suspensions: engine behaving structural, double rear two-ways shock absorbers preload adjustable on 5 positions

SIZES
Length: 2180 mm
Width: 720 mm
Height: 1759 mm
Seat height: 700 mm
Wheel base: 1560 mm
Dry weight: 172 kg
Gasoline tank: 13 litres (2,2 litres reserve)

HOMOLOGATION
Fuel consumption on bench: 25km/l;
Distance on bench: at 60 km/h 32 km/l
Homologation: Euro 3

ACCESSORIES
Side deflectors
Roof deflectors
S-Thermo scud
Luggage's strap
Rear spoiler
Heater

Benelli Motorcycles 2011

2011-04-23T21:44:00.002+07:00

Benelli Motorcycles 2011

Benelli Tre 1130K Amazonas motorcycle 2011

Motorcycle Benelli Century 1130 Racer 2011

Twist the Throttle: BMW Part One Video

2011-04-03T22:54:00.002+07:00

Twist the Throttle: BMW Part One Video
How fate and fortune led BMW into the world of motorcycles with a design that's last almost one hundred years.

American Chopper Senior vs Junior Video

2011-04-03T22:00:00.001+07:00

Senior vs Junior American Chopper Video from Discovery Channel

KTM Motorcycle

2011-01-26T21:22:00.003+07:00

KTM Sportmotorcycle AG is an Austrian motorcycle, bicycle and moped manufacturer. The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeuge Trunkenpolz Mattighofen. In 1954 KTM began producing motorcycles.

KTM is most commonly known for its off road motorcycles though in recent years it has expanded into street motorcycle production.

History
The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeug Trunkenpolz Mattighofen. It wasn't until 1953 that KTM began production of motorcycles. With just 20 employees, motorcycles were built at the rate of three per day. In 1955, a businessman Ernst Kronreif became shareholder of the company, on acquiring a sizable portion of the company. It was then renamed Kronreif & Trunkenpolz Mattighofen. Hans Trunkenpolz died in 1962 of a heart attack with his son Erich taking his place in company. During these early years of motorcycle production at KTM, almost all components for the motorcycles were built in-house by KTM.

Design
Since 1990, KTM motorcycles and automobiles (X-Bow) have been designed by KiskaDesign, a Salzburg-based design firm with over 100 employees that offers transportation, product, environmental, identity and branding to an international clients. It is responsible for the overall branding for KTM; including the design of the vehicles, shops, exhibits and printed material. The firm applies a method IDD (integrated design development) to all of its client projects. Gerald Kiska is the principal.

Financial structure
In 1992 the company became insolvent and was divided into three companies:

* KTM Sportmotorcycles GmbH, was renamed 1994 to KTM Sportmotorcycles AG
* KTM Fahrrad GmbH (Bicycles)
* KTM Kühler GmbH (Radiators)

In the fiscal or business year ending in 2005, KTM Sportmotocycles AG delivered 80,000 motorcycles worldwide and began a partnership with Polaris Industries. Under the terms of the agreement, the two companies will help one another to extend their brands into the other's home market, KTM extending their reach into North America, and Polaris extending into Europe. This partnership is a two year trial arrangement, at the end of which both parties are giving the option of merging the two companies into one. In 2006, KTM announced that the partnership with Polaris had been ended early, and would instead only supply their 450 cc and 525 cc RFS engines to the ATV manufacturer.

In November 2007, Indian two-wheeler manufacturer Bajaj Auto Ltd. acquired 14.5% stake in KTM Power Sports AG (parent company of KTM Sportmotorcycles AG). The two companies have signed a cooperation deal, by which KTM will provide the know-how for joint development of the water-cooled 4-stroke 125 cc and 250 cc engines, and Bajaj will take over the distribution of KTM products in India and some other Southeast Asian nations. In December 2007, Bajaj increased their stake to more than 20%. As of November 2010[update] Bajaj Auto holds a 38.09% stake.

The Swedish motorcycle company Husaberg AB and Dutch WP Suspension are now subsidiaries of the KTM Group.

Racing sponsorship
KTM began in motorsports with Motocross Racing. In the last few years KTM has gained more success in motorsports by dominating rally-raid events such as the Paris-Dakar Rally and the Atlas-Rally. In 2003, KTM started sponsoring and supporting Road racing in various capacities, with the most successful results stemming from their SuperMotard or Supermoto efforts. KTM's new road racing focus will soon grow to include Superbike competition with the help of their newly developed V-Twin engine dubbed the LC8 as employed in the 950 Adventure dual-sport motorcycle, and more specifically the 2005/2006 990 Super Duke followed by the superbike contender known as the 1190 RC8. The Super Duke will have a higher output, second generation version of the LC8 engine, geared for high rpm peak power as required in road racing and superstreet applications while the RC8 will sport a 1,190 cc version of the LC8 for more midrange.

KTM offers a range of different engines for its larger motorcycles, all liquid-cooled.

KTM's official company/team colours are Orange, Black and Silver. To create a strong brand identity, all competition-ready KTMs come from the factory with bright orange plastic with "KTM" emblazoned on the side of the radiator shrouds. All KTM bikes also come from the factory with a Motorex sticker on the outside of the motor. All first fills of oil come from Motorex as well. Some official KTM teams use different colors for their bikes, most noticeably in the Dakar Rally.

The 2004 documentary series Long Way Round follows actors Ewan McGregor and Charley Boorman on their extraordinary 20,000 mile journey from London to New York City. KTM were originally approached to provide the motorcycles used for this trip, but abruptly pulled their support from the venture only a few weeks before the team were set to depart from London. BMW then donated BMW R1150GS Adventure all-terrain motorcycles for this adventure.

Off-road motorcycles
The term off-road refers to a driving surface that is not conventionally paved. This is a rough surface, often created naturally, such as sand, gravel, a river, mud or snow. This type of terrain can sometimes only be travelled on with vehicles designed for off-road driving (such as SUVs, ATVs, snowmobiles or mountain bikes) or vehicles that have off-road equipment. The KTM is well equipped for these environments and is popular among many off-road riders. The design of this motorcycle is well suited to this sport and the weight of the motorcycle is another advantage. KTMs come stock ready to race, with a hydraulic clutch, full adjustable WP front and rear suspension and powerful engines requiring no modifications prior to racing. The KTM has won every Dakar Rally since 2001.

Motocross - The 2010 SX line includes 65, 85, 105, 150 and 250 cc two-stroke models, and 250, 350, 450 four-stroke models. In 2005 KTM released the new 250SX-F to the general public. For the 2007 model-year, all of KTM's four-stroke SX motors were re-designed similarly to the 250 SX-F, in a dual-overhead cam 4-valve line dubbed the "RC4". The SX-F's are KTM's new racing motocross range introduced in 2007.

KTM now produce a 150SX (144 cc), which was developed to take advantage of AMA (American Motorcyclist Association) rule changes in the amateur classes. KTM and TM are the only manufacturers to develop a 144 cc motorcycle.

Cross-Country The XC line includes 150, 250 and 300 two-strokes, and 250, 450, and 525 four-stroke models. The XC line updates and replaces their old MXC bikes. They feature a close-ratio gearbox, stiffer suspensions, and the four-strokes have a shorter-stroke design, mimicking their SX line. In 2007, they introduced the 250XC-F which is based on the 2006 SX model.

KTM's XC-W offroad bikes are 200, 250 and 300 two-strokes, and 250, 450 and 530 (actually 510 cc) four-strokes. They feature plusher suspension and a wider-ratio transmission than their XC line counterparts. The XC-W replaced their old EXC two-strokes, a move the company made in order to comply with EPA restrictions in the United States. Two-strokes are still designated as EXCs in Europe markets.

Enduro The 2009 EXC line consists of 250, 450, 530 (actually 510 cc) four-strokes, and 125, 200, 250 and 300 cc two strokes. The EXC line has been a long-time favourite for Enduro market, and outsell other larger-volume brands to Enduro racers. The RFS motor (2000–2007) was replaced with the XC4 motor for the 2008 model year.

Super Enduro consist of 690 cc and 950 cc machines, mix between an enduro and a trail bike

Supermoto KTM produces several supermoto race bikes with displacements ranging from 450 (a supermoto version of the 450sx-f) to 565 cc. They also make four non race-oriented models in 625, 654, 950 and 990 cc displacements. KTM was the first manufacturer to offer a competition-ready Supermoto bike to the public, and their sponsored racers currently sit atop the US Supermoto racing circuit. The new LC8 SuperMoto 950 has received rave reviews from all the bike magazines and newspapers in the United Kingdom.

Dual-sport Adventure bikes offered with both the LC4 Engine (Adventure 640, 640R) and the LC8 Engine (Adventure 950, 950S, 990), the 640R is the base of the Rally 660 which has won many Dakar Rallies.

Bobber Motorcycle Classic

2011-01-24T13:15:00.003+07:00

A bobber is a motorcycle that usually has had the front fender removed, the rear fender "bobbed" or made smaller and all superfluous items removed to make it lighter.

"History"
The bobber was the earliest custom motorcycle built by individuals with mechanical skills and often part of the early biker clubs scene before there were any such thing as a choppers, a simple stripped down motorcycle . It is a style of custom motorcycle which took shape in the 1940s and 50s, generally thought to have been started by returning WW II servicemen working on ex-military motorcycles and inspired by lighter European motorcycles they had seen and ridden.
The bikes reflected their owners and were often homemade but today there are many companies that create such vehicles The style has also influenced motorcycle manufacturers such as Harley-Davidson.

The style continues to be favored by some to this day. Latterly, hybrid styles have emerged such as as a "bobber chopper" and retro-bobber.

"Bobbers vs. choppers"
Bobbers are related to choppers in that they represent a minimalistic approach where the motorcycle is stripped of parts or accessories not needed but bobbers generally leaving the characteristics of the stock frame.

The principal difference between a bobber and chopper is that bobbers are typically built around unmodified frames. Chopper frames are often cut and welded into shape. Bobbers also often lack most of the chopper's aesthetic characteristics such as chromed parts and elongated forks. Thus, bobbers are fairly easy to create from stock motorcycles and are generally hand built.

The term chopper started to be used from the late 1960s onwards, a movement inspired the Peter Fonda movie "Easy Rider", for motorcycles whose frames had been customized to have a greater angle at which the front suspension protruded with smaller fuel tanks and tall handlebars called ape hangers. For many owners, the difference between bobbers and choppers doesn't come down to what's on the motorcycle but what isn't on it and whether it has a short front end or a long front end, stretched suspension defining it is a chopper.

Whereas customized motorcycles can be extremely expensive, bobber builders tend to adopt an economical approach involving old, second hand, recycled parts and hand machined items redolent of the period before the mass-market motorcycle accessory industry had developed.
Bobbers are considered to be the first streetfighter style motorcycle.

"Streetfighter"

Honda CHF50

2011-01-22T07:58:00.003+07:00

The CHF50 is a scooter manufactured by Honda. It is known as the Metropolitan in the United States, the Jazz in Canada, the Scoopy in Australia and the Crea Scoopy in Japan. The 2002-05 models can reach a speed of 38-40 mph (61-65 km/h) at 8,000 rpm whereas 2006 and later models can reach 43 mph (69 km/h) at 8,850rpm. Power is rated between 4 and 4.9 hp. The Metropolitan has typical gas mileage of 80–110 mpg (US) (2.1–2.9 L/100 km).

Design Concept

While the CHF50 is one of several 49 cc scooters offered by Honda since the early 1960s, it is notable for its "classic" Vespa-inspired styling and modern mechanical parts. In the United States, it debuted as the Metropolitan in model year 2002.

The CHF50 has a large lockable center compartment, located below the seat, which can hold a helmet with room to spare. Inside the compartment is a handle to lock the center stand. This makes it more difficult to roll away. It also features locking handle bars which can lock the wheel at a 45 degree angle to make it harder to push.

Honda Metropolitan (US)
US Models of the CHF50 were two-tone, with white and one other color, between 2002 and 2007. Since 2008 several colors have been available. There has been some criticism of Honda from North American consumers regarding the models available compared to the greater variation of the Japanese domestic and Australian lineup.

Colors and changes by model year:
2002: Initial offering includes colors Blue ("Denim"), Red ("Salsa"), Green ("Kiwi"), Yellow ("Solar"), Orange ("Juice"), and Light Blue ("Sky"). This first year featured white "fenders" at the rear and a colored compartment. Brown seats, floorboards, and grips were featured on the Denim scheme.
2003: Color scheme is reversed at the rear of the scooter. Compartment is now white and fenders are colored. Black seats on all models.
2004: Same as 2003, plus two special graphical paint schemes are added: "Blue Hibiscus" and "Checkers"
2005: Sky and Juice are discontinued, but two more special graphical paint schemes are added: "Kanji" and "Orange Ice"
2006: Kiwi, Solar, and Checkers are discontinued. Available in Blue ("Denim"), Red ("Salsa"), and three special paint schemes; "Blue Ice," "Peach Hibiscus," and "Red Kanji".
2007: All previous color schemes are discontinued. Available in Bright Blue Metallic ("Sapphire"), Dark Red Metallic ("Ruby"), and two special paint schemes; "Pink Hibiscus," and "Purple Kanji".
2008: Dark Red Metallic ("Ruby") continued from 2007, with three new schemes added: Light Blue Metallic ("Ocean"), Solid Red ("Monza") (with chrome trim), and "Gothic" (black/gray with chrome trim).
2009: Light Blue Metallic ("Ocean"), Solid Red ("Monza") (with chrome trim), and Black/Grey ("Graphite" - formerly "Gothic") (with chrome trim) are continued from 2008. A new color: Solid White ("Ghost") (with brown floor, seat, and grips) is added.

Honda Jazz (Canada)
The Jazz colors are analogous to US configuration but have slightly different names. The decal model name on the fenders is also different.

2005: Yellow, Jolly Red, Denim Blue, Kanji
2006: Jolly Red, Denim Blue, "Special Chinese Print Red", "Special Cracked Print Blue"
2007: All previous color schemes are discontinued. Three new colors released: Bright Blue Metallic ("Sapphire"), Dark Red Metallic ("Ruby"), and one special paint schemes; "Pink Hibiscus"
2008: All previous color schemes are discontinued. Three new colors released: Nassau Blue Metallic, Monza Red, Pure Black/Penguin Grey

Honda Scoopy (Australia)
Current Colors: Juice Orange and Millennium Silver Metallic

Honda Scoopy (Indonesia)
Current Colors: Classic White, Retro Pink, and Vintage Violet

Honda Crea Scoopy (Japan)
Current Colors: Red/Black and Grey/Black

Metropolitan II
Until 2006, Honda offered a restricted version of the Metropolitan in the United States, called the Metropolitan II, model code CH50P. It was limited to a maximum speed of 25 mph (40 km/h). This permits classification as a moped in those states allowing use by unlicensed or younger riders

Motorcycle Honda CB77

2011-01-20T14:15:00.002+07:00

Honda CB77

The Honda Superhawk CB77 is a 305 cc twin-cylinder motorcycle and was produced from 1961 until 1967 (although there are some 1968-registered models). Honda also produced a 247 cc version called the CB72 Dream Sport, while in various advertisements referred to the 305 cc CB77 as a Dream Super Sport. The CB77 is commonly known as the Honda Superhawk (not to be confused with the much later Honda VTR1000F Superhawk), or Honda305.

Attributes

~ The motorcycle was known for its robust and precise motor and the overall high quality of fabrication and assembly. The motor was a stressed member of the frame, strengthening the frame and improving the handling over designs with a "dropped-in" motor and cradle frame. All CB models had a forward-arcing kick starter, necessary in order to miss the right-hand footpeg, and re-locatable footpegs that could be sited well rearward (at the expense of forfeiting the pillion) thus enhancing the sporting ride position, especially when the machine was the lo-bar variant.~


Dream Super Sport, Superhawk, Honda 305 cc overhead cam parallel twin kick start, 1961-1967, 28.5 hp (21 kW)

~The 247 cc version (54.0 x 54.0 mm) gave 20 bhp (15 kW) @ 8,000 rpm in standard Dream trim and 24 bhp (18 kW) @ 9,000 rpm in Dream Super Sport trim. Top speed for the Dream Super Sport was 85 mph (137 km/h) without the rider lying flat on the tank. This was about 5 mph (8.0 km/h) higher than the fastest British 250 (Royal Enfield 20 bhp (15 kW) single).~
~The enlarged 305 cc version (60.0 x 54.0 mm) gave 28.5 bhp (21.3 kW) @ 9,000 rpm. The 305 Superhawk proved so agile, powerful (the 1963 CB77 "Super Sport") and well-behaved that it easily outperformed many of its contemporaries with higher displacements. It was capable of 90 mph (140 km/h) without the rider having to lie flat on the tank. Some argue that the advent of the CB77 Superhawk was the beginning of the end to the British bike domination in the field of street and casual race motorcycles. The quality and reliability were far superior. The oil-tight engine, electric-starter and 180-degree crank-throws were also major factors in its success.~

Related bikes

~There is some confusion regarding models imported to the UK - it is known that the CB72 & 77 were called 250 Dream Sport & 300 Dream Super Sport respectively, but where the US Dream models (C, CA, CS & CSA72 & 77) fitted in for UK dealers is unclear, if these models were ever officially imported at all. In the US, the 250 cc CB72 was known as the Hawk, beginning a long line of "hawk" related models that continues today with the CB250 Nighthawk.~

Dream

~The CB72/77 is related to the CA72/77 models as well as to the CL72/77. The Honda C71, C76, C72, C77 Dream and CA72 and CA77 (CA77 is also known as the CA78) were called Dream. Honda Dreams of the 1960s had a similar motor to that on the CB72/77, with the main difference being that the CA72/77 had a pressed frame while CB72/77 had a tube frame with the motor acting as piece of the frame. The motor of the CA72/77 featured a 360 degree crankshaft and single carb. The Honda Dreams were touring bikes with a more relaxed sitting position and more sheetmetal and ornamentation and offered a more docile experience than the blood-stirring Superhawks.~

Scrambler

~Another close Superhawk relative of the era was the Scrambler. Two main versions were produced - CL72 and CL77 - both using the motor essentially identical to that in the CB72/77. The main difference was the gearbox ratios, to allow for the Scrambler's intended use as an off-road bike, and the absence of the electric starter found on the 'road' models - the CL utilised a conventional cradle frame to improve ground clearance and the front downtube passed the motor where the starter needed to be. Although not as capable as a modern off-road bike, the CL72/77 Scrambler did have a high-performance, 9,000 rpm dual-carburated motor, with a very wide power band, high-clearance exhaust pipes and knobby tires.~

~Today this Honda triumvirate, CB72/77 Superhawk, CA72/77 Dream, and CL72/77 Scrambler, enjoys a wide following of bike collectors and restorers.~

Variants
Police

~Honda produced a limited number of the CB77-based Superhawk Full Dress Police bikes, designated CYP77. Most were sold in Asia, although a few examples ended up in other parts of the world. Confirmed original examples are known in Norway, England, Canada and the U.S. The CYP77 bikes were outfitted with a solo seat, a rack with a ticket box, front and rear crash bars, a speed trap speedometer (the officer could fix the highest speed reached in his speedometer, while giving chase) and a cable driven mechanical siren, that reportedly sounds like the police sirens from the 1930s gangster movies.~

CP77 Superhawk

~In most cases, the CP77 Superhawk is essentially a completely stock CB77, however, some believe that the CP77 was intended as a "special options" platform bike for export to different non-US markets. Known and confirmed CP77 examples exist with various options not generally seen in regular production bikes, such as turn signals. Most of the known CP77 bikes are in Canada, although they do turn up in other countries. The CP77 model is equipped with turn signals as the Canadian law required them in the 60’s as the US models did not due to their laws. CP77 also came with high rises bars, non-hinged front foot rest. The CB77 came with flat and low rise bars. The front foot rest in the US were also hinged. CP77 kept the early type taillight only. In the US for the first year models they used the same light, then changed the light as the models progressed.~

CYB77 Superhawk Road Racer

~In the early 1960s, Honda Motor Company entered road race variants of the 250cc and 305cc Superhawk in various European road races with some success. HMC made many of the roadracer parts available in its CB72/CB77 parts manual as factory parts using the part number prefix CYB77. The road racer had megaphone exhausts, clip on handlebars, special roadracing seat, shortened fenders, rear peg gear shift and brake linkages, a telescopic damper for the forks, plus numerous other part options which could be ordered from Honda.~

xxx Kawasaki Vulcan xxx Classic Motorcycle

2011-01-18T20:02:00.004+07:00

Kawasaki Motorcycle 2,053 cc (1984)

The Vulcan name has been used by Kawasaki to denote their "custom" or "cruiser" type motorcycles since 1984, using mostly V-twin engines ranging from 125 cc to 2,000 cc.

Models
The 2009 range of Vulcan motorcycles are:

* Vulcan 2000 Classic LT
o 2,053 cc (125.3 cu in) 52° V-twin engine is the largest V-twin motorcycle engine currently in production
o Electronic engine control unit (ECU)
o Forged pistons and alloy connecting rods

* Vulcan 2000 Classic
o 2,053 cc (125.3 cu in) 52° V-twin engine
o Steel double-cradle frame with box-section single-tube backbone for strength

* Vulcan 2000
o 2,053 cc (125.3 cu in) 52° V-twin engine
o Steel double-cradle frame with box-section single-tube backbone
o Dual 300 mm front disc brakes with four-piston calipers and single rear disc brakes

* Vulcan 1700 Classic
o 1,700 cc (104 cu in) 52° SOHC liquid-cooled fuel-injected V-Twin Engine
o Six-speed transmission
o "ride-by-wire" throttle

* Vulcan 1700 Classic LT
o 1,700 cc (104 cu in) 52° SOHC liquid-cooled fuel-injected V-Twin Engine
o Six-speed transmission
o ride-by-wire throttle, windshield and leather saddlebags

Kawasaki Vulcan Nomad 1600 (2006)

* Vulcan 1700 Nomad
o 1,700 cc (104 cu in) 52° SOHC liquid-cooled fuel-injected V-Twin Engine
o Six-speed transmission
o "ride-by-wire" throttle, windshield and hard saddlebags

* Vulcan 1700 Voyager
o 1,700 cc (104 cu in) 52° SOHC liquid-cooled fuel-injected V-Twin Engine
o Six-speed transmission

Kawasaki Motorcycle Vulcan Nomad 1600 (2006)

o ride-by-wire throttle, frame-mounted fairing, hard saddlebags and trunk

* Vulcan 1600 Classic
o 1,552 cc (94.7 cu in) SOHC liquid-cooled four valves per cylinder V-Twin Engine
o Five-speed transmission

* Vulcan 1600 Nomad
o 1,552 cc (94.7 cu in) liquid-cooled 50° V-twin
o Digital Fuel Injection with dual 36 mm throttle bodies
o Four valves per cylinder

* Vulcan 1600 Mean Streak
o 1,552 cc (94.7 cu in) liquid-cooled 50° V-twin
o Hydraulic Valve Lash Adjusters

* Vulcan 1500 Classic
o 1,470 cc (90 cu in) liquid-cooled SOHC 50° V-twin engine with a single-pin crankshaft
o 27.6-inch seat height, wide handlebar, forward-mounted floorboards

* Vulcan 1500 Mean Streak
o 1,470 cc (90 cu in) liquid-cooled SOHC 50° V-twin engine with a single-pin crankshaft

* Vulcan 900 Classic
o 903 cc (55.1 cu in) V-twin SOHC engine
o Belt drive

* Vulcan 900 Classic LT
o 903 cc (55.1 cu in) V-twin SOHC engine
o Four-valve Cylinder Head

* Vulcan 900 Custom
o 903 cc (55.1 cu in) V-twin SOHC engine
o 180 mm rear tire, and a thin 21-inch cast front wheel
o Tank-Mounted Speedometer with Turn Signal Indicators and Caution Lamps

* Vulcan 500 LTD
o Twin-cylinder 498 cc (30.4 cu in) engine with a compact parallel-twin design
o Liquid-Cooling

* Vulcan 400 Classic & Custom 1996-2007

* Eliminator 125
o Air-Cooled, 124 cc (7.6 cu in), Single-Cylinder engine
o Single Overhead Cam
o Single Disc Front Brake

"Nimbus MotorCycle 1919"

2011-01-11T16:43:00.005+07:00

"The Nimbus was a Danish motorcycle produced from 1919 to 1960 by Fisker and Nielsen of Copenhagen, Denmark, also manufacturers of "Nilfisk" brand vacuum cleaners (now Nilfisk-Advance). Two basic models were produced, both with a 750 cc four cylinder engine."

History

"In partnership with H.M. Nielsen, Peder Andersen Fisker produced electric motors and, from around 1910, the first vacuum cleaners in Europe. Fisker believed he could develop a motorcycle that had its own form, and in late 1918 decided to construct a prototype to his own design."

"Stovepipe"

It had an four-cylinder inline engine of 746 cc (45.5 cu in) capacity, which drove the rear wheel through a shaft drive rather than the chain usually used at that time, and a power output of approximately 10 hp. Its top speed was around 85 km/h (53 mph) with a sidecar fitted. It had both front and rear wheel suspension, and soon acquired the nickname of Kakkelovnsrør ("Stovepipe") due to the thick, round pipe between the saddle and handlebars which as well as forming part of the bike’s chassis contained the petrol tank. Two more machines were constructed in 1919, but mass production did not begin until 'Fisker & Nielsen' became a limited liability company in 1920.

Disappointed by poor sales, Fisker began entering the Stovepipe in all the races that he could, often with a sidecar attached, and built up a good reputation for the machine. However, the introduction of a sales tax on motorcycles in 1924 and an economic recession resulted in production being phased out from 1926 on after 1,300 machines had been produced.

Type C
With his son Anders, Fisker started designing a new machine in 1932 and in 1934 they demonstrated a new Nimbus motorcycle, the Type C. It retained the shaft drive, a completely redesigned ohv and ohc engine of 18 (later 22) hp, and a frame made from steel strips riveted together, which were shaped to go around the gas tank much like on the pressed steel frames on several other motorcycles of the period. It was also the first production motorcycle to have a telescopic fork, a year before the BMW R12. (However, the BMW fork had hydraulic damping from the outset, while the Nimbus only had that from 1939 on). Its distinctive humming exhaust note led to it being nicknamed Humlebien ("Bumblebee").

The first customer received his Type C in the summer of 1934, and the Bumblebee soon became the best-selling motorcycle in Denmark, sold by an efficient dealer network. The Danish Post Office, Army, and Police became customers. In 1939, as World War II loomed, the Danish government spent DKK 50 million on motorising the army - which bought many Type Cs.

During the occupation by German forces from 1940 to 1945 it was difficult for Fisker & Nielsen to obtain the materials needed for motorcycle production and only about 600 machines were made during the period.

Right after WW2 a much improved ohv engine was built and tested. Seeing, however, that the factory had no trouble selling every motorcycle built, it was decided not to make any major investments in new tooling. Instead more minor improvements were made to the existing models, usually making it possible to upgrade older models.

The Danish Army bought around 20% of Fisker & Nielsen's total production, while the Postal Service also bought many, using them as late as 1972. The Danish police was also a large customer, but phased out their Nimbuses much earlier in the late 1950s and early 1960s, when it became too slow to keep up with modern cars and motorcycles; the top speed of a stock solo bike was only 120 km/h (75 mph), and that for brief bursts only. Few were exported.

In the 1950s some further prototypes were built, like a four cylinder with a rotary valve and carbon seals (!) as well as a two cylinder model with rear suspension, neither of which reached production. Several prototypes with rear suspension and an Earles front fork were also built.

Innumerable details of "The Bumblebee" were changed during its lifespan, the few major ones being a switch from hand to foot gear change, larger brakes and an improved front fork. Still, the basic design was never updated and, as interest in motorcycles declined in the late 1950s as a consequence of the availability of cheap cars such as the Volkswagen Beetle, production ceased in 1960, when the last contract from the army was delivered.

Surviving examples
"Of around 12,000 "Bumblebees" produced, today more than 4,000 are registered and running in Denmark alone, and likely a few hundreds are used outside of Denmark, mainly in Germany and the US. An estimated further 4,000 or so also exist, either in museums or otherwise not currently registered."

"Even today most spare parts are readily available as well as relatively inexpensive. Thanks to the design's inherent reliability, using a Nimbus on a daily basis is still considered easy and economical. Nevertheless (and with some notable exceptions), today most Nimbus owners rarely ride more than a few thousand kilometers a year. Also, as the Nimbus often came from the factory with a sidecar attached, many of the ones on the road have recently been fitted with such."

Aprilia SR50 | Motorcycle | Motorbike

2011-01-08T17:57:00.003+07:00

The Aprilia SR50 is a family of sport scooters built by Italian motorbike company, Aprilia. Introduced in 1992 and considered to be the first "sports" scooter, the design and technology of the SR50 has evolved considerably over the years, although it has consistently used a 2-stroke 50cc displacement engine.

Design
With sports oriented suspension and tyres, and a more powerful engine than most 50cc designs, it is faster than many and more agile than most other scooters, consistent with its "sports" marketing. Sales of the SR50 have reached over 800,000 units, providing a stark exception to the trend in motorcycles since the 1990s for two-stroke engines to fade away. Through constant technology upgrades, the bike conforms to EURO 3 emission standards despite being a two-stroke.

Certain colours (as well as 'limited edition' graphics packages, etc.) were only available in certain countries at certain times. In other words, not every colour has always been available in every country every year. Colour availability and distribution through the world is random at best, with Europe generally receiving more selection then North America when comparing Aprilia's regional web sites.

Engines
The SR50 has made use of multiple engines since its launch. At times it has been simultaneously offered with injected and carbureted versions, and different engines have been used in different markets at the same time. For example, just the SR50 version alone (sold from 1998–2003) has been offered in different markets with engines from Morini, Piaggio and Minarelli. Since the SR 50 R and the SR 50 R Factory were launched (2005), only Piaggio engines have been used.

This scooter is very popular in European states, and so modifications are mass produced and prove very popular. In fully de-restricted form it can make for quick, cheap city transportation, whilst still achieving a top speed of around 50 mph.

Laws vary from country to country regarding licensing and operation of 50cc scooters and mopeds.
Aprilia SR50R

SR50 in Europe
Whilst commonly known as a Scooter (motorcycle), its power output is too high, so it is classified as a motorcycle under UK road laws. Due to recent laws (in the UK), restrictions have been added to stop people using these for racing. These restrictions include: restricting the variator (gears), restricting the carburettor, placing a restrictor bar across the bottom of the engine (to stop the installation of racing exhausts).

A de-restriction takes about 45 minutes to do using the right tools, or it can be done at a garage (mechanics) usually for about £30–£40.

The SR50 ‘DiTech’ model, which costs £300 more than the carburettor version, uses an injection engine. DiTech is merely the name Aprilia gives to their fuel injection system and engine, which is actually engineered and designed by Orbital. It is highly fuel efficient, achieving up to 100 miles per gallon.

SR50 in North America

In North America, the SR50 is considered a limited motorcycle as it has 50cc displacement and an automatic transmission. A motorcycle license is usually not required (though state and provincial laws vary) and can be registered/licensed/insured without a motorcycle license.

To sell these vehicles as "mopeds", the bikes are mechanically restricted when imported to approximately 48 km/h. However, the restrictions are easily removed using simple hand tools and a software programmer available at the dealership. Once de-restricted, top speed is 95 – 125 km/h (though it has been found that the speedometer on an SR50 may not be completely accurate and can vary from bike to bike and rider to rider). These speeds technically require a motorcycle license, however these are laws that are rarely enforced. Modifying the engine by enlarging the cylinder bore to anything greater the 50cc also technically requires a motorcycle license, but again this is something that is difficult to detect and seldom enforced.

Although there are several variant models of the SR50 worldwide, certain models are not available in certain parts of the world: the carburetor model was available just on a few models in the first few years of the SR50 since being introduced to North America. The large majority of North American SR50s are equipped with DiTech fuel injection as the only option, with models up to 2008 using the Aprilia (a.k.a. Morini) engine and 2009 and later models using the Piaggio engine.

Acabion GTBO 35

2011-01-08T17:23:00.003+07:00

The Acabion GTBO 35 is a concept car with two seats and a drop-shaped body. The passenger is placed behind the driver. Power is provided by a 1300cc turbocharged 4 cylinder gasoline engine capable of putting out 500 and 750 horsepower also with everything in between those figures, and is mounted behind the passenger compartment. Under normal conditions the Acabion concept drives on its two main wheels like a motorcycle, but at low speeds or if balance is lost at high speeds the two side wheels are designed to lower themselves automatically to aid stability.

Awards

The Acabion electric-drive concept was awarded with the German future-award 2008 as the best prototype of the year.(Zukunftsaward, Frankfurt Main, www.zukunftsinstitut.de).

Performance
The designers claim that the 2009 GTBO concept car weighs 340 kg (750 lb) and has a 750 hp gasoline engine, resulting in a power to weight ratio of 2,200 horsepower (1,600 kW) per ton.

"2011 KTM 250 and 350 XC-F"

2010-12-26T18:26:00.005+07:00

2011 KTM XC-F Wanting to expand on its cross-country racing offerings, KTM released the 250 and 350 XC-F motorcycles for 2011.

The KTM XC F models, which will be available in January, are based on the 250 and 350 SX-F motorcycles, but are designed with components to enhance cross-country racing, especially the AMA GNCC series.

The 250 and 350 XC-F feature SX-F style frames, including linkage rear suspension and the most current generation SX-F engine including EFI and electric start.

KTM says both XC-F motorcycles will have a 6-speed transmission, an 18" rear wheel, open hand guards and a side stand. Both models will also receive the larger 2.51 gallon off-road tank compared to the 1.98 gallon tank on the SX-F models.

The XC-F models were released last Friday during a press launch at Cahuilla Creek MX Park.

The off-road motorcycles were introduced to the public by the Factory FMF/KTM GNCC Team of Kailub Russell, Cory Buttrick and Charlie Mullins.

All three riders will be racing the 350 XC-F in the 2011 GNCC Series.

"Kawasaki Ninja 250R"

2010-11-28T22:46:00.006+07:00

The Kawasaki Ninja 250R (previous generations had market-specific names) is a motorcycle originally introduced by Kawasaki in 1983. As the marque's entry-level sport bike, The motorcycle has undergone few changes throughout its quarter-century lifetime, having received only two substantial redesigns.

"Nomenclature"

Motorcycle Kawasaki Ninja 250R Blue Series

The fourth-generation model is marketed as the Ninja 250R in all markets. The motorcycle is also referred to by its platform designation, EX250, to which a generational suffix is attached. In the United States, previous generations of the bike (EX250-E/F/G/H) were already being marketed as members of the Ninja family of sportbikes, while outside of the U.S. the bike was known variously as the ZZR-250, ZX-250, or as the GPX-250R. One of the earliest generations, the EX250-C, was given the name GPZ-250.

The Ninja 250R's particular ergonomics, chassis design, and engine placement have resulted in a motorcycle that straddles the standard and sport classes. The Ninja's riding posture also falls somewhere between standard and sport. The bike is capable of running the quarter mile in 15.58 s @ 81.98 mph (131.93 km/h),[3] although it had been 1 s faster in the prior generation, while providing the amenities of more utilitarian motorcycles, including bungee hooks for transporting cargo and space for a second passenger.

"Description and features"

Kawasaki_250R Motorbike Motorsport

The latest model, the EX250-J or fourth generation, brought the Ninja's first major update in many years. Appearance upgrades included an increase in wheel size to 17&inch, and completely redesigned fairings which give the motorcycle a sleeker, more modern appearance than the boxier earlier generations.

"First generation (1983–1984)"
EX250-C - Also known as the GPZ-250. Sold only in its home market of Japan, this earliest, belt-driven version was first produced in 1983, and shares no commonality with later generations.

"Second generation (1986–1987)"
EX250-E - This model was sold as the Ninja 250R in Canada and the U.S. between 1986 and 1987. It was known as the GPZ-250R elsewhere. When originally introduced, it was more costly than the Honda Rebel, and reviewers complained that while the 14,000 rpm redline was nice, the engine was slow to rev.

Kawasaki_Ninja_250R Motorsport

For the 1988 model year, there were both cosmetic changes and changes in engine tuning. While the bore and stroke, and other major engine components, were unchanged, minor tuning adjustments were made. The carburetor diameters were reduced 2 mm to 32 mm (1.3 in), the cylinder compression ratio was increased from 12.0:1 to 12.4:1, and ignition timing advance was increased. Reviewers were pleased to report that this made the engine more free-revving, reaching the high 14,000 redline more quickly, and the tested top speed increased by a few miles per hour. The new, more fully-enclosed bodywork was complimented for being stylish, at the time, and easily mistaken for the larger Ninja 750

The third generation of production of the Ninja 250 encompassed three models:

EX250-F - The most widespread EX250 variant, the E model was completely revamped and sold as the F model between 1988 and 2007 in the U.S. Canada received the model between 1988 and 1999, and it was available elsewhere as the GPX-250R as early as 1987.
EX250-G - Sold only in its home market of Japan, this version was known as the GPX-250R-II. It featured dual front brakes and a wider wheel and tire (110/80-16). All other parts were identical to the -F model. It was sold after 1988.
EX250-H - This model came to Canada as the Ninja 250R between 2000 and 2002, after which it received a new name: ZZR-250, in line with the -H model's name elsewhere in the world, where it had existed since 1992. This motorcycle has few parts in common with the -F model, though it shares the same engine, albeit with different casings. It sports a lateral aluminum frame, a different fairing (designed to make it look sportier), larger 17" wheels, an adjustable rear shock absorber, adjustable brake and clutch levers, a smaller drive sprocket, computer-controlled timing advance, and a revised electrical system.

"Fourth generation (since 2008)"
In 2008, Kawasaki gave the EX250 its most thorough modernization in many years. The EX250-J model is known as the Ninja 250R worldwide, regardless of market.

Motorsport Kawasaki-Ninja-ZX-10R-red motorbike

Parts from the third generation are still found on the -J, but its redesigned exterior panels bring the Ninja's appearance out of the 1990s and into line with late-2000s sportbikes. The engine and drivetrain retain 30% of the -F model's parts, according to Kawasaki. The engine's compression and maximum torque have been lowered to provide better midrange performance, where the motorcycle spends most of its time. The redesign of the engine resulted in improvements in engine response at low RPM, and making the bike smoother and "much easier to ride." Though the previous generation Ninja 250 had a peak power of 1 horsepower (0.75 kW) more, or peak engine power of 5 horsepower (3.7 kW) more according to official Kawasaki specifications, according to testing by Motorcycle Consumer News, the new version's 20 or 30 percent increase in mid-range power allows the bike to pull from 3,000 rpm where previously it had to be revved to 4,000 rpm. The U.S. -J model uses dual carburetors like the -F model, but the European, Brazilian and Thai models have fuel-injection. The wheels were increased in size to 17 inches, the front suspension was beefed up, and the brake rotors were replaced with a larger petal shape. On the carbureted version, a fuel gauge was added in place of the temperature gauge. With the additional and redesigned equipment, the EX250-J suffered a 10 kg (22 lb) increase in wet weight over its predecessors.
With the arrival of the EX250-J, manufacturing continues to be located in Thailand

"Motorsports"
Since the introduction of the model in 1986, the Ninja 250 has been often used as a starting class bike in club racing around the world.[citation needed] The American Federation of Motorcyclists (AFM) in California has been especially involved with 250 Production racing since the bike was released, including the since faded Honda VTR250.

In 2007, the last year of the third generation EX250, the Ninja 250 of Hambone Racing won the overall the Central Motorcycle Roadracing Association (CMRA) Mini Endurance Championship. EX250s placed 1st, 2nd, 3rd, 5th, 6th, 8th and 9th in the 2010 CMRA Mini Endurance Championship.

Vespa

2010-11-25T18:26:00.006+07:00

Post World War II Italy, in light of its agreement to cessation of war activities with the Allies, had its aircraft industry severely restricted in both capability and capacity.
Vespa is an Italian brand of scooter manufactured by Piaggio.

The Vespa has evolved from a single model motor scooter manufactured in 1946 by Piaggio & Co. S.p.A. of Pontedera, Italy—to a full line of scooters and one of seven companies today owned by Piaggio—now Europe's largest manufacturer of two-wheeled vehicles and the world's fourth largest motorcycle manufacturer by unit sales.

From their inception, Vespa scooters have been known for their painted, pressed steel unibody which combines a complete cowling for the engine (enclosing the engine mechanism and concealing dirt or grease), a flat floorboard (providing foot protection), and a prominent front fairing (providing wind protection) into a structural unit.

The Vespa was the first globally successful scooter.

History
Piaggio emerged from the conflict with its Pontedera fighter plane plant demolished by bombing. Italy's crippled economy and the disastrous state of the roads did not assist in the re-development of the automobile markets. Enrico Piaggio, the son of Piaggio's founder Rinaldo Piaggio, decided to leave the aeronautical field in order to address Italy's urgent need for a modern and affordable mode of transportation for the masses.

Concept
The inspiration for the design of the Vespa dates back to Pre-WWII Cushman scooters made in Nebraska, USA. These olive green scooters were in Italy in large numbers, ordered originally by Washington as field transport for the Paratroops and Marines. The US military had used them to get around Nazi defense tactics of destroying roads and bridges in the Dolomites (a section of the Alps) and the Austrian border areas.

Design
In 1944, Piaggio engineers Renzo Spolti and Vittorio Casini designed a motorcycle with bodywork fully enclosing the drivetrain and forming a tall splash guard at the front. In addition to the bodywork, the design included handlebar-mounted controls, forced air cooling, wheels of small diameter, and a tall central section that had to be straddled. Officially known as the MP5 ("Moto Piaggio no. 5"), the prototype was nicknamed "Paperino".

Enrico Piaggio was displeased with the MP5, especially the tall central section. He contracted aeronautical engineer Corradino D'Ascanio, to redesign the scooter. D'Ascanio, who had earlier been consulted by Ferdinando Innocenti about scooter design and manufacture, made it immediately known that he hated motorcycles, believing them to be bulky, dirty, and unreliable.

D'Ascanio's MP6 prototype had its engine mounted beside the rear wheel. The wheel was driven directly from the transmission, eliminating the drive chain and the oil and dirt associated with it. The prototype had a unit spar frame with stress-bearing steel outer panels. These changes allowed the MP6 to have a step-through design without a centre section like that of the MP5 Paperino. The MP6 design also included a single sided front suspension, interchangeable front and rear wheels mounted on stub axles, and a spare wheel. Other features of the MP6 were similar to those on the Paperino, including the handlebar-mounted controls and the enclosed bodywork with the tall front splash guard.

Upon seeing the MP6 for the first time Enrico Piaggio exclaimed: "Sembra una vespa!" ("It resembles a wasp!") Piaggio effectively named his new scooter on the spot. Vespa is both Latin and Italian for wasp—derived from the vehicle's body shape: the thicker rear part connected to the front part by a narrow waist, and the steering rod resembled antennae. The name also refers to the high-pitched noise of the two-stroke engine.

Product
On 23 April 1946, at 12 o'clock in the central office for inventions, models and makes of the Ministry of Industry and Commerce in Florence, Piaggio e C. S.p.A. took out a patent for a "motorcycle of a rational complexity of organs and elements combined with a frame with mudguards and a casing covering the whole mechanical part".

The basic patented design allowed a series of features to be deployed on the spar-frame which would later allow quick development of new models. The original Vespa featured a rear pillion seat for a passenger, or optionally a storage compartment. The original front protection "shield" was a flat piece of aero metal; later this developed in to a twin skin to allow additional storage behind the front shield, similar to the glove compartment in a car. The fuel cap was located underneath the (hinged) seat, which saved the cost of an additional lock on the fuel cap or need for additional metal work on the smooth skin.

The scooter had rigid rear suspension and small 8-inch (200 mm) wheels that allowed a compact design and plenty of room for the rider's legs. The Vespa's enclosed, horizontally-mounted two-stroke 98 cc engine acted directly on the rear drive wheel through a three-speed transmission. The twistgrip-controlled gear change involved a system of rods. The early engine had no cooling, but fan blades were soon attached to the flywheel (otherwise known as the magneto, which houses the points and generates electricity for the bike and for the engine's spark) to push air over the cylinder's cooling fins. The modern Vespa engine is still cooled this way. The mixture of two-stroke oil in the fuel produced high amounts of smoke, and the engine made a high buzzing sound like a wasp.

Vespa Chopper Modification

The MP6 prototype had large grilles on the front and rear of the rear fender covering the engine. This was done to allow air in to cool the engine, as the prototype did not have fan cooling. A cooling fan similar to that used on the MP5 "Paperino" prototype was included in the design of the production Vespa, and the grilles were removed from the fender.

Sales and development
Piaggio sold some 2,500 Vespas in 1947, over 10,000 in 1948, 20,000 in 1949, and over 60,000 in 1950.

The biggest sales promo ever was Hollywood. In 1952, Audrey Hepburn side-saddled Gregory Peck's Vespa in the feature film Roman Holiday for a ride through Rome, resulting in over 100,000 sales. In 1956, John Wayne dismounted his horse in favor of the two-wheeler to originally get between takes on sets. By the end of the fifties, Lucia Bosé and her husband, the matador Luis Miguel Dominguín, as well as Marlon Brando, Dean Martin, and the entertainer Abbe Lane had become Vespa owners. William Wyler filmed Ben Hur in Rome in 1959, allowing Charlton Heston to abandon horse and chariot between takes to take a spin on the Vespa.

Vespa clubs popped up throughout Europe, and by 1952, worldwide Vespa Club membership had surpassed 50,000. By the mid-1950s, Vespas were being manufactured under licence in Germany, the United Kingdom, France, Belgium and Spain; in the 1960s, production was started in India, Brazil and Indonesia. By 1956, one million had been sold, then two million by 1960. By the 1960s, the Vespa—originally conceived as a utility vehicle—had come to symbolize freedom and imagination, and resulted in further sales boosts: four million by 1970, and ten million by the late 1980s. Between 1957 and 1961 a reverse-engineered and partially redesigned version of the Vespa was made in USSR under the name Vjatka-VP150.

Improvements were made to the original design and new models were introduced. The 1948 Vespa 125 had rear suspension and a bigger engine. The headlamp was moved up to the handlebars in 1953, and had more engine power and a restyled rear fairing. A cheaper spartan version was also available. One of the best-loved models was the Vespa 150 GS introduced in 1955 with a 150 cc engine, a long saddle, and the faired handlebar-headlamp unit. Then came the 50 cc of 1963, and in 1968 Vespa 125 Primavera became one of the most durable of all.
T5 Millennium from the PX series

Vespas came in two sizes, referred to as "largeframe" and "smallframe". The smallframe scooters came in 50 cc, 90 cc, 100 cc, and 125 cc versions, all using an engine derived from the 50 cc model of 1963, and the largeframe scooters in 125 cc, 150 cc, 160 cc, 180 cc, and 200 cc displacements using engines derived from the redesigned 125 cc engine from the late 1950s.

The largeframe Vespa evolved into the PX range (produced in 125 and 150 cc versions until July 2007) in the late 1970s. The smallframe evolved into the PK range in the early '80s, although some vintage-styled smallframes were produced for the Japanese market as late as the mid 1990s.

Vespa models

There have been 138 different versions of the Vespa. Today five series are in production: the classic manual-transmission PX and the modern CVT transmission S, LX, GT, and GTS.

Historic

* Paperino – the original prototype made in 1945 at Biella
* Vespa 150 TAP – A Vespa modified by the French military that incorporated an antitank weapon.
* VNC Super 125
* VBC Super 150
* VLB Sprint 150
* VBA Standard 150
* VBB Standard 150
* 125 GT
* V9A
* VNA
* VNB 125
* Vespa U - U is for utilitaria (English - economic). 1953 model with a price of 110 mila Lire (about US$175), 7,000 were produced
* GS 150
* GS 160
* SS 180
* Standard 90 (3 spd)
* Standard 50 (3 spd)
* SS50 (4 spd)
* SS90 (4 spd)-90 SS Super Sprint
* 150 GL
* 90 Racer
* 125 TS
* 100 Sport
* 125 GTR
* 150 Sprint
* 150 Sprint Veloce (Vespa Sprint)
* 180 SS Super Sport
* Rally 180
* Rally 200
* 125 Nuova (VMA-1T) - Prelude to Primavera
* Primavera 125 also ET3 (3 port version)
* PK 50
* PK 50 XL
* PK 50 Roma (Automatic)
* 50 S
* 50 Special
* 50 Special Elestart
* 50 Sprinter / 50 SR (D)
* 50 Special Revival (Limited to 3,000 Italy-only numbered units, released in 1991)
* COSA 1 - 125 cc, 150 cc, 200 cc
* COSA 2 - 125 cc, 150 cc, 200 cc
* P 80 / P 80 E (France)
* P 80 X/PX 80 E (France)
* PK 80 S / Elestart
* PK 80 S Automatica / Elestart
* PK 100 S / Elestart
* PK 100 S Automatica
* PK 100 XL
* PK 125 XL / Elestart
* PK 125 S
* PK 125 E
* PK 125 automatica (automatic transmission)
* P 125 X
* PX 125 E/Electronic
* P 200 E
* PX 200 E FL
* PX 200 Serie Speciale (Limited to 400 UK-only numbered units)
* T5 / Elestart (5 port engine 125 cc P series)
* T5 Classic (5 port engine 125 cc P series)
* T5 Millennium (5 port engine 125 cc P series) (Limited to 400 UK-only numbered units)

Recent

* ET2 50 - 2-stroke
* ET4 50 - 4-stroke
* ET4 125 (Euro Model)
* ET4 150 (Euro Model)
* ET4 150 (US model)
* ET8 150 (Eastern model)
* GT 125 (Granturismo 125)
* GT 200 (Granturismo 200)
* PX 125
* PX 150 (reintroduced to US and Canadian Markets in 2004)
* PX 200

Current
# LX 50
# LX 125
# LX 150
# LXV 50 (60th anniversary variant of LX50)
# LXV 125 (60th anniversary variant of LX125)
# GT 60° 250 cc Limited Edition. 999 produced worldwide in unique colours and each one receiving a commemorative badge, personalized with the owner’s initials. Features the front-fender-mounted headlight, shared only with the GTV 250.
# GTS 125
# GTS 250ie
# GTS 250 ie abs
# GTS 250 Super
# GTS 300 Super (2008)
# GTV 125 (60th anniversary variant of GTS 125)
# GTV 250 (60th anniversary variant of GTS 250) Features the fender mounted headlight as a tribute to the original Vespas.
# PX 30 125 (A limited edition, only 1000 produced to celebrate the 30 years of the P range[18])
# S 50 and S 125 new model 2007, introduced at Milan Motorshow November 2006
# S 150 (2008)
# Zafferano 50 cc and 125 cc (A limited edition, only 200 produced)

Triumph Rocket III

2010-11-22T23:31:00.008+07:00

Triumph Rocket III Classic Motorcycle

The Triumph Rocket III is a British motorcycle made by the Hinckley Triumph factory and has the largest displacement engine of any mass production motorcycle, (as of September 2010[update], at 2,294 cc (140.0 cu in).

History

The Rocket III Project started in 1998 led by Triumph Product Range Manager Ross Clifford and started with a lot of research—especially in the USA where big cruisers were selling well. The main competitors were the Harley-Davidson Ultraglide and the Honda Goldwing so the initial idea was to develop a 1,600 cc performance cruiser.

The in-house designer was John Mockett, designer of the Hesketh V1000, the Tiger and the new 'nostalgia' Bonneville. He started work with David Stride, Gareth Davies and Rod Scivyer working around an in-line three cylinder engine. At the start of the project in-line four and a V6 engine configurations were looked at but the longitudinally mounted triple design led to the design concept code named C15XB Series S1.

Mockett experimented with ‘futuristic’ styling that included "raygun" mufflers and a large chrome rear mudguard, but consumer focus groups didn’t like it. The S2 model was a simplified version with a more traditional rear mudguard and several features that were to make it through to the final design. Once again, the feedback from market research was that it was still too radical so the lines were simplified and smoothed out to create the Series S3.

Triumph Rocket III Classic Motorcycle

Part of the reason for the secrecy was competition from other manufacturers. Yamaha launched the 1,670 cc (102 cu in) (badged as a 1,700 cc) engine in 2002, with the introduction of the Road Star Warrior and Honda launched the VTX1800, so a decision was made to go for a displacement of 2,294 cc.

The first engine was built in summer 2002 and tested in the autumn. Twin butterfly valves for each throttle body were used to increase control and allow the ECU to vary the mixture flow and ignition map according to the gear selected and speed. The torque curve is modified for each gear ratio, enabling over 90% of the engine’s torque output at 2,000 rpm, giving the high levels of flexibility that the designers needed. The 1,500 W starter motor on the Rocket III puts out as much power as the engine on the very first Triumph motorcycle, Siegfried Bettman's 1902 1.75 horsepower (1.30 kW) single.

The final design of the S3 prototype had a large tubular steel twin-spine frame, designed by James Colbrook. Andy Earnshaw was responsible for designing the gearbox and shaft drive to a 240/50ZR16 bike specific rear tyre. High specification front brakes were twin four-piston callipers with 320 mm floating discs and the rear brake, developed specifically for the purpose, was a single twin piston calliper and 316 mm disc. Ride handling is controlled by purpose built rear shocks and 43 mm 'inverted' front forks.

Road tests proved that the weight distribution, low centre of gravity and geometry allowed acceleration up to 135 mph (217 km/h). In 2004, the Rocket III set the world land speed record for a production motorcycle over 2000 cc reaching its electronically set limiter of 140.3 mph (225.8 km/h).

In 2003, the prototype was renamed the 'Rocket', following market research, continuing the heritage of famous British BSA Rocket motorcycles. It was unveiled in the USA on 20 August 2003, in San Antonio, Texas. The Rocket's European launch was at the International Motorcycle Show in Milan, Italy on 16 September 2003. Sold in the UK from the spring of 2004, it was awarded 'Machine of the Year' by Motorcycle News at the 2004 NEC Motorcycle Show. The Australian launch was in Sydney in August 2004, with 230 deposits taken before any had been shipped into the country.

Models

Rocket III

Triumph Rocket III Classic Motorcycle

The original model was released in 2004 and has remained in production with only minor modifications other than a change of engine colour from silver to black in 2006. This model was awarded Motorcycle Cruiser magazine's 2004 Bike of the Year, Motorcyclist's 2004 Cruiser of the Year, and Cruising Rider magazine 2005 Bike of the Year. This model is the newest exhibit at the UK National Motorcycle Museum.

Rocket III Classic

Introduced in 2006, the Classic version has rider floorboards, different shaped silencers (mufflers) and 'pullback' handlebars. More colour choices were added and the pillion seat was modified to improve comfort.

In June 2007 Triumph used 'viral marketing' to promote the Rocket III Classic by posting a well made spoof production video to YouTube and bike enthusiast websites, As of September 2010 the video had more than 930,000 views.

Rocket III Tourer

The short-lived 2007 Tourer Limited Edition Model was just a Classic Model with the addition of a windscreen, panniers (saddlebags), backrest and luggage rack from the factory, and a choice of two-tone paint schemes

Rocket III Touring

Triumph began developing the Rocket III Touring version in February 2004 following the launch of the original model, to target the large cruiser market which represents 50% of all US motorcycle sales. As well as a new design for the steel frame and swinging arm, the Touring model has more torque at lower revs – 209 N·m (154 ft·lbf) @ 2,025 rpm, but less horsepower at the top end. New features include tank mounted instruments and a scrolling switch on the handlebar to set the clock and indicate fuel ranges The five-spoe design used on the Rocket III was replaced with billet aluminium slotted wheels and narrower tyres were specified to improve steering with a 180/70 x 16 rear tyre to make it easier to fit detachable panniers that come as standard, together with a removable windscreen and Kayaba rear shock absorbers.

Suzuki Hayabusa Specification 2010

2010-11-17T11:57:00.011+07:00

Suzuki Hayabusa Specification 2010

Suzuki Hayabusa Specfications 2010

Chassis:
Brakes Front	Disc brake, twin
Brakes Rear	Disc brake
Color	White/Silver, Black/Grey, Grey/Silver
Curb Weight	260kg (573 lbs)
Dry Weight	220 kg (485 lbs)
Final Drive	RK GB50GSV Z4, 114 links
Fuel Tank Capacity	21 L (5.5/4.6 US/Imp gal)
Ground Clearance	120 mm (4.7 in)
Overall Length	2190 mm (86.2 in)
Overall Width	735 mm (28.9 in)
Seat Height	805 mm (31.7 in)
Suspension Front	Inverted telescopic, coil spring, oil damped
Suspension Rear	Link type, coil spring, oil damped
Tires Front	120/70ZR17M/C (58W) tubeless
Tires Rear	190/50ZR17M/C (73W) tubeless
Transmission	6-speed constant mesh
Wheelbase	1480 mm (58.3 in)

Engine:
Bore Stroke	81.0 x 65.0mm
Compression Ratio	12.5 : 1
Engine	4-stroke, liquid-cooled, DOHC
Fuel System	Fuel injection system
Ignition	Electronic ignition (Transistorized)
Lubrication	Wet sump
Starter	Electric

Warranty:
Warranty	12 month unlimited mileage limited warranty.

Choper Motorcycle Modification

2010-11-16T23:56:00.006+07:00

Choper Motorcycle Modification

A chopper is a type of motorcycle that was either modified from an original motorcycle design ("chopped") or built from scratch to have an authentic appearance. The main features of a chopper that make it stand out are its longer frame design accompanied by a stretch front end (or rake). To achieve a longer front end, while the frame is being designed, the fabricator will tilt the neck of the frame at less of an incline and install a longer fork. Another unique aspect of a chopper design is that there is usually no rear suspension meaning the frame of the motorcycle will extend from the neck (or front of the frame) all the way to the rear wheel. This can make handling the motorcycle more challenging and the ride a bit more "bumpy". These attributes may seem radical to some but is necessary for the look that is desired. One look that is becoming more popular with chopper designs is a low frame to ground clearance or a low-rider look. Well known examples of chopper designs are the customized Harley-Davidsons seen in the 1969 film Easy Rider.

Choper Motorcycle Modification

History

Choper Motorcycle Modification

Before there were choppers, there was the bobber, meaning a motorcycle that had been "bobbed," or relieved of excess weight by removing parts, particularly the fenders, with the intent of making it lighter and thus faster, or at least making it look better in the eyes of a rider seeking a more minimalist ride. An early example of a bobber is the 1940 Indian Sport Scout "Bob-Job" which toured in the 1998 The Art of the Motorcycle exhibition. Indian Scouts and Chiefs of the time came with extravagantly large, heavily valenced fenders, nearly reaching the center of the wheel on the luxurious 1941 Indian Series 441 while racing bikes had tiny fenders or none at all. The large and well-appointed bikes exemplified the "dresser" motorcycle aesthetic and providing a counterpoint to the minimalist bobber, and cafe racers. Choppers would grow into and explore the dimensions of the space between the stripped-down bobbers and weighed-down dressers.
In the post-World War II United States, servicemen returning home from the war started removing all parts deemed too big, heavy, ugly or not absolutely essential to the basic function of the motorcycle, such as fenders, turn indicators, and even front brakes. The large, spring-suspended saddles were also removed in order to sit as low as possible on the motorcycle's frame. These machines were lightened to improve performance for dirt-track racing and mud racing.

Choper Motorcycle Modification

Forward-mounted foot pegs replaced the standard large 'floorboard' foot rests. Also, the standard larger front tire, headlight and fuel tank were replaced with much smaller ones. Many choppers were painted preferably all in either flat black or in shiny metallic “metal flake” colors. Also common were many chromed parts (either one-off fabricated replacements or manually chromed stock parts). According to the taste and purse of the owner, “chop shops” would build high handle bars, or later “Big Daddy” Roth Wild Child’s designed stretched, narrowed, and raked front forks. Shops also custom built exhaust pipes and many of the “after market kits“ followed in the late 1960s into the 1970s. Laws required (and in many locales still do) a retention fixture for the passenger, so vertical backrests called sissy bars were a popular installation, often sticking up higher than the rider's head.
While the decreased weight and lower seat position improved handling and performance, the main reason to build such a chopper was to show off and provoke others by riding a machine that was stripped and almost nude compared to the softer-styled stock Harley-Davidsons, let alone the oversized automobiles of that time.

Choper Motorcycle Modification

Traditional choppers

Choper Motorcycle Modification

In the United States servicemen returning from World War II were looking for a thrill. Many veterans had been trained to work on automobiles and motorcycles and were looking to add a little excitement to their post-war lives with their newly acquired mechanical skills. Motorcycles and Hot Rods were the perfect hobby for them. Motorcyclists bought up surplus military bikes and removed all the unnecessary parts such as windshields and saddlebags to minimise weight. Rear fenders were "bobbed" or shortened just enough to handle a passenger and keep the rain and mud coming off the rear, and sometimes removed the mirrors, or replaced them with tiny ones, such as the type used by dentists in their work.
This type of home customization led to the rise of the "bobber". Then in the 60s, motorcyclists found that a longer front end allowed the bike to run smoother at faster speeds. The degree of neck rake and length of front end was modified on these bikes with this in mind. The Girder and Springer front ends were the most popular forks for extending in this fashion, although this does make the bike harder to handle at slower speeds. Nevertheless, some choppers have extremely long forks; as one biker said, "You couldn't turn very good but you sure looked good doing it."
To build or chop a traditional chopper an unmodified factory bike is used (usually a rigid Harley Davidson) and everything unnecessary to either move or stop is stripped or chopped off. Then the engine and transmission are removed and the frame is cut up and welded back together to make it lower and lighter. Performance parts are added or modified to increase speed.

Today's chopper era

Choper Motorcycle Modification

Choppers have enjoyed a large following. Companies like Jesse G. James' West Coast Choppers have been successful in producing expensive traditional chopper-style bikes and a wide range of chopper-themed brands of merchandise such as clothing, automobile accessories and stickers.
A distinction should be noted between true chopper (or chopper-style) motorcycles, and custom motorcycles, or 'custom cruisers'. Despite the name, a large percentage of the motorcycles produced by popular companies such as Orange County Choppers, Indian Larry, Falcon Motorcycles, and Von Dutch Kustom Cycles are better described as 'custom' bikes rather than choppers.
A distinction should also be made between choppers and bobbers. While both tried to improve performance by removing any part that did not make the motorcycle perform better, they differed in an important way: bobbers kept the original factory frame, while choppers have a modified form of the factory frame.
When individuals were stripping their stock motorcycles and bobbing their fenders, the term "bobber" was born. When individuals started cutting (or chopping) and welding their frames thereby repositioning/restyling them, the term "chopper" was born. Chopping was the next phase in the evolution that followed dirt track bobbing.

Choper Motorcycle Modification

While people assume that the chopper style motorcycles were built purely for aesthetics, there is a real performance advantage to the raked front end on these choppers. These motorcycles have a much more stable feel at high speeds and in a straight line than motorcycles with original factory front suspensions. However, like any other modification, there is a downside: the raked front end feels heavier and less responsive at slow speeds or in curves and turns. This is due to the longer trail measurement associated with increased rake.
Changing the rake and trail of a motorcycle design requires modification of the design itself. This is a job that requires in-depth input from a motorcycle designer who is experienced with such design changes. A triple tree can be raked, or designed so the lower tree sticks out further than the upper tree, thus increasing the rake of the forks in relation to the steering head rake. What this does, is position the axle closer to the frame rake measurement line, or shortening the trail. Thus, when adding raked trees to a raked frame (which sports a longer trail), the trail is shortened to a more manageable level. Adding raked trees to a frame with short rake and trail can be hazardous, as shortening an already short trail measurement can lead to an unstable situation as speed increases.

Choper Motorcycle Modification

Despite the personalized nature of choppers, and the wide availability of alternative designs, chopper builders have overwhelmingly chosen fat rear tires, a rigid-looking frame (even for a softail), and an original or replica air-cooled, pushrod v-twin engine. In the UK, due to the cost and lack of availability of the v-twin engine, many chose to use British engines from bikes such as Triumph or BSA; lately as availability has increased, Japanese engines have seen more use. Some people feel that the variety of engines and other components used more recently (especially on bikes built outside of the US) is diluting the signature appearance of the chopper style. Modern bobber builders tend to distinguish themselves from chopper builders with bikes styled before the chopper era. Modern bobber builder Jan Bachleda in Colorado builds custom choppers and bobbers using Triumph engines and frames from the 1970s and earlier. The look, though chopped, is distinctly modern and low. Today's custom choppers are usually seen as center pieces at bike night events around the United States.
The United States of America, where most custom choppers reside, is one of the few countries in the world that allow custom-built choppers to be licensed for highway use. Many of these types of choppers are regarded as dangerous to operate and don't follow basic design geometry and lack many safety features in their construction.

Motorcyle Meets Segway

2010-11-15T16:01:00.004+07:00

Think the Segway is just too geeky for your Born to Be Wild bad boy lifestyle? Then check out this cool new motorcycle born at the intersection of Geek Street and Hog Heaven Avenue.

Uno_Motorcycle_Side

The Uno is a self-balancing motorcycle that uses a pair of gyroscopes to constantly keep its rider upright.

Uno_Motorcycle_Front

Designed by 18-year old inventor Ben J. Poss Gulak (and built with the help of a team of bike builders and engineers), the 120-pound motorcycle is so easy to ride, its only control is a single on-off switch. To ride forward, lean forward, to reverse, simply lean back. The degree to which you lean increases or decreases your velocity. By using a pair of wheels, the bike can also make turns based on your side-to-side movements.

Uno_Motorcycle_Segway

The one-of-a-kind motorcycle was recently demonstrated at the 2008 National Motorcycle Show in Toronto, Canada. Its current whereabouts are unknown, but I’m pretty sure you’ll recognize it if you see it coming down the road.

Japanese custom scooters

2010-11-14T22:27:00.006+07:00

Japanese Custom Scooters

KYBELE Cyber Scooter

Scooter Honda Forza

Scooter Honda Fusion

Scooter Suzuki Skywave

Yamaha Grand Majesty

Yamaha Maxam @ Tokyo Motor Show

Yamaha Maxam 3000 Concept @ Tokyo Motor Show

Yamaha Maxam

Honda Forza

Vespa Modification

2010-11-12T19:12:00.006+07:00

Vespa Modification 1

Vespa Modification 2

Vespa Modification 3

Vespa Modification Chopper

Vespa Modification Museum

Vespa Car Modification

BSA Golden Flash

2010-11-12T18:22:00.004+07:00

BSA Golden Flash

BSA A10 Golden Flash

Manufacturer	BSA
Also called	A10
Production	1950-61
Predecessor	BSA A7
Successor	BSA Super Rocket
Engine	646cc air cooled twin
Power	35 bhp @ 4500 rpm
Transmission	four speed gearbox to chain drive
Wheelbase	54.75 inches (139.1 cm)
Dimensions	L 84 inches (210 cm)
Fuel capacity	3.5 gallons

The BSA Golden Flash was a British motorcycle, developed and marketed by the Birmingham Small Arms Company (BSA). The Golden Flash was also available in black and chrome, but it was the all-over gold paint scheme that gave it the name, and made it such a popular escape from post war austerity.
Its development after the 1937 launch of the ground breaking Triumph Speed Twin, together with the need to pay off British war-debt, led to the two creating the post-war rise of the parallel twin engine layout, which was to dominate British design throughout the 1950s and 60s.

Background

Bert Hopwood had left school to serve an apprenticeship under designer Val Page at Ariel. In 1936, Hopwood moved to Triumph, where he worked under Edward Turner to develop the ground breaking Triumph Speed Twin. Post World War 2, Hopwood accepted an offer in April 1947 from Norton, where he designed the Norton Dominator engine.
The movement of Hopwood around the three manufacturers meant that all three were ahead of BSA in manufacturing a modern parallel-twin. The then largest and most financially stable manufacturer needed to compete, and although it had launched a pre-war designed parallel-twin in the form of the BSA A7, it was possibly fateful that Hopwood feel out with Norton, and left the company 12months after joining them.

Development

In May 1948, Hopwood joined BSA.Briefed specifically to create a competitive parallel-twin, the internally designated A10 model was based on an earlier A7 design by Page and Bert Perkins. After BSA took over Triumph in 1951, Hopwood returned to Norton.

Early Golden Flash A10s had frames with either no rear suspension, or "plungers", and had a semi-unit engine and gearbox, with the gearbox bolted to the rear of the engine

Launched in October 1949, the A10 Golden Flash was a new post-war design, with most of the difference to the A7 being in the engine. Increased to 650cc, it encompassed revised castings for the cylinder head and rocker box, and a cast-in carburettor manifold. The frame was available in rear rigid format, but the more common option was the then new plunger suspension, specifically designed for overseas export. BSA was a manufacturer who focused on machines for the working man, and so the design incorporated two practical use features: a hinged rear mudguard, designed to ease rear wheel removal; and a semi-unit engine and gearbox arrangement. The semi-unit power train enabled the primary chain to be adjusted via a slipper within the primary chain case.

Production

Early cast Golden Flash tank badge

The large carry over of parts from the A7 had the advantage of greater reliability, as it minimised the risk of any new technical problems. Launched in a new form of gold colour, the combination of reliability and marketing made early exports possible, with 80% of production destined for the USA. The result was long delivery times for British customers, who were offered a more practical and less stand out black.
Although never designed as a fast machine, the Golden Flash was none the less fast machine for its time and competitive with the Triumph Tiger 100, achieving over 100 miles per hour (160 km/h) in tests in 1950, and covering a standing quarter mile in under 16 seconds. Its gold colour also made it a marketing and sales success, out selling the red Speed Twin and the later blue-grey Triumph 6T Thunderbird, which was resultantly revised the following year into polychromatic blue.
However, BSA were concerned about a tendency for wear in the rear, plunger suspension, leading to uncertain handling. In 1954 it revised the model with a modern swinging arm, and the hinged mudguard was deleted. The semi-unit power train was also abandoned, making for a more involved procedure for adjustment of the primary chain, it offered benefits in the areas of the clutch and gearbox internals. The revisions also allowed for the launch of more sporting A10 Road Rocket.
In 1956, alloy brake drums were fitted as standard which both reduced unsprung weight and increased stopping power.

Later transfer-style Golden Flash badge

In 1957, the 40bhp 105 miles per hour (169 km/h) BSA Super Rocket was launched for the 1958 season, with an Amal TT carburettor and high lift cam.
The final A10 development, and fastest in terms of power and performance, the 1962 BSA Rocket Gold Star, which fitted a tuned A10 Super Rocket engine into the well proven BSA Gold Star single frame. The result was a good handling fast bike that was a true classic. Current demand for the Rocket Gold Star, or "RGS", is such that non-RGS A10s are sometimes sold as originals, having been modified using suitable alternative parts.
With the launch of the new unit-construction (combined engine/gearbox) BSA A50 and BSA A65, the A7 and A10 were discontinued at the end of 1962 but the Rocket Gold Star continued into 1963 production.

BSA Empire Star

2010-11-12T18:08:00.004+07:00

BSA Empire Star

BSA Empire Star

Manufacturer	BSA
Production	1936-1939
Engine	249, 348 and 499cc single cylinder 4 stroke
Transmission	4 Speed / chain

The BSA Empire Star was a British motorcycle made by BSA at their factory in Small Heath, Birmingham. Named to commemorate the Siver Jubilee of King George V of the United Kingdom and advertised as The Masterpiece of the Industry, the Empire Star range was produced between 1936 and 1939, when it was developed into the BSA Gold Star and World War II stopped production.

Development

Developed from the popular BSA Blue Star and designed by Val Page, the Empire Star range had the benefit several ideas Page had been developing at his previous employers, Ariel and Triumph motorcycles. With a heavy frame and iron barrelled pushrod valves the Empire Star still had the legacy of the earlier BSA's however, and Page continiued to lighten it and introduce engine tuning ideas throughout production.
The overhead valve Empire Star was available as the 250cc 'B22', the 350cc 'R5' and the 500cc 'Q8' models. Based on the standard BSA Blue Star the 'Empire' featured an alloy primary chaincase with a special high compression piston and a hardened cylinder bore. It also had some modern features, including a new foot-change gearbox and dry sump lubrication.
BSA launched the range of Empire Star models in 1936 with an effective demonstration of their reliability - a 500cc model was subjected to an endurance test of 500 miles at Brooklands, averaging speeds of over 70 mph round the oval track. This was followed by a 1000 mile endurance ride around the UK, visiting the West Country, Wales and the Lake District. The whole trip was completed successfully without the need for any spare parts - an important selling point for BSA in an increasingly competitive marketplace.
The outbreak of the second world war ended production of the Empire Star in 1939 as the BSA factory switched to making munitions and producing the BSA M20 for the British Army.

Racing success
It was the top of the range 496cc Empire Star, which saw most success in competition. In 1937 at Brooklands race track, Isle of Man TT winner Walter Handley won a race with a fastest lap at 107.57 mph on a specially modified 500cc Empire Star with a high compression piston and using alcohol as fuel. It also had a special racing carburettor, a new design of magneto and close ratio gearin. Handley had been persuaded out of 'retirement' especially for the three-lap race, which meant eight miles at top speed on the uneven and deteriorating banked oval track. It took skill and experience to win, and Handley was awarded one of the traditional Gold Star badges. This inspired BSA to develop the BSA Gold Star.
Also in 1937 BSA competition team rider Bert Perrigo won both the Colmore Cup and Victory Cup trials on a B25 Empire Star.

BSA Blue Star

2010-11-12T18:01:00.004+07:00

BSA Blue Star

BSA Blue Star

Manufacturer	BSA
Production	1932-1951
Engine	249, 349 and 499cc single cylinder 4 stroke
Power	28 bhp @ 5,200 rpm
Transmission	4 Speed / chain

The BSA Blue Star is a British motorcycle made by BSA at their factory in Small Heath, Birmingham. The Blue Star range was produced between 1932 and 1936. In 1936 a slightly uprated sports version called the BSA Empire Star was launched with the Blue Star remaining in the model range. In 1937 an entirely new engine designed by Val Page featured in the Empire Star and the Blue Star was dropped from the range. The Empire Star developed into the famous Gold Star in 1938 (also known as the M24).

The B33-3 O.H.V. 249cc Blue Star was called the Blue Star Junior and the R33-5 348cc O.H.V. Blue Star was known as the Sporting Blue Star. It was the W33-8 499cc O.H.V. that became the most popular, however, and led to the development of the Gold Star.It was known as the "sea beezer" and it was BSAs fifth best seller.

References

"Pre War BSA list". http://www.bsaoc.demon.co.uk/1931-40.html. Retrieved 2008-05-30. .

Rossi helmet up for auction

2010-11-12T17:45:00.006+07:00

Rossi helmet up for auction

A signed replica of the World Champion’s 2009 Mugello helmet is now being auctioned in aid of Belgian charity Coeur a Coeur.

Valentino Rossi fans can purchase a signed replica of the Italian’s 2009 Mugello helmet and help Belgian charity Coeur a Coeur in the process, after the reigning World Champion’s mechanic Bernard Ansiau donated the piece of memorabilia following a bike ride to raise awareness of the charity’s work.
Around 180 people rode from Esneux to Vieldalm in Belgium on Sunday in aid of Coeur a Coeur, a charity which trains dogs to help the physically handicapped. Amongst those taking part in the ride was Asniau, who donated a replica of Rossi’s helmet for auction with the original visor signed by the nine-time World Champion.
The helmet is now up for auction and you can place your bid on eBay by clicking here. More information on the work of Coeur a Coeur can be found on their website.