motorsikal malaysia

2009 Kawasaki ZX-6R Review

noreply@blogger.com (sempoi46) — Wed, 26 Aug 2009 14:45:00 +0000

In sportbike comparison, only the finest of lines separate a winner from an also-ran. The epitome of these indistinct distinctions surely must reside in the ultra-competitive four-cylinder 600cc class. In our 2008 Supersport Shootout, the Honda CBR stood at the head of the class for its light weight and mondo-midrange motor, while the Gixxer Suzuki finished close behind for its nearly complete lack of foibles. Yamaha's R6 excelled at the track. Meanwhile, the ZX-6R took class-leading votes in the more humble categories of brake and slipper-clutch performance and was let down by an engine that felt strangled at its upper end (see sidebar below).

Here's a way to do a version of variable-length intakes but without the servo motors. Air draws mostly from the taller snorkels at lower revs, then is able to pull from the shorter inlets at quintuple rpm numbers.

Here's a way to do a version of variable-length intakes but without the servo motors. Air draws mostly from the taller snorkels at lower revs, then is able to pull from the shorter inlets at quintuple rpm numbers.

As such, it's no surprise to see this new edition of ZX-6R with several tweaks to its modest motor. It begins with several modifications to the intake system of the injected engine. From the airbox, Kawi fitted new double-bore intake funnels that are a simpler form of the variable-length intakes on Yamaha sportbikes. These velocity stacks have inlets at two different (but static) heights, with the taller inlet boosting midrange power while the short stack maximizes top-end production.

Combustion efficiency is aided by new cylindrical guides at the top of the air cleaner to direct more accurately sprayed fuel from the secondary injectors. The distance between the dual throttle plates of the 38mm oval-bore throttle bodies has been lengthened 10mm for a smoother transition through to the revised cylinder-head porting.

Hidden Horsepower

The 2007-8 ZX-6R was held back most in shootouts by the underwhelming boogie from its powerplant. It was dead last in the horsepower competition with a lowly 97.7 ponies at 12,600 rpm, and it beat only the peaky R6 in midrange power. To meet American noise requirements, its exhaust valve closes as the engine is reaching for its power peak. Sadly, it signs off by 13,000 rpm, far short of its 15,600-rpm rev limit.

However, the bike's computer can be tricked into reverting to the less-restrictive tuning by bridging a wire in an electrical connector. With the jump made and now keeping its exhaust valve fully open at high rpm, horsepower jumped to nearly 103 hp at 14,000 revs, much more competitive with its rivals.

In stock form, the ZX-6R runs out of breath at high revs, but the ECU jumper mod lets it run like it should. In modified form, it posted a 5-horse boost in horsepower and a much more usable over-rev zone.

In stock form, the ZX-6R runs out of breath at high revs, but the ECU jumper mod lets it run like it should. In modified form, it posted a 5-horse boost in horsepower and a much more usable over-rev zone.

Kawi claims an 8-hp boost in power with this new model, which should translate into about 104 rear-wheel horses at the top end, competitive with its rivals.

Other engine upgrades include more powerful stick coils for the ignition, revised piston profiles with a molybdenum coating on their skirts and lower-friction piston rings. The titanium exhaust system begins with its four header pipes using crossover tubes for lower-end scavenging before it flows to a four-into-one collector. A catalyzer-equipped under-engine chamber eventually flows to a stylized side-mount muffler. It adds up to a claimed 124 crankshaft horsepower (116 previous) at 13,500 rpm, and 130 hp with full ram-air effect.expect about 105 horses at the rear wheel.

A plethora of engine modifications gives the new ZX the grunt it needs to be competitive in an ultra-competitive class.

That's a half-mile of straightaway , enough room to see nearly 155 mph on the speedo before engaging the superb brakes.
The bronze- and green-colored parts increase rigidity, while the pressed-aluminum main spars have been tuned for optimal lateral flex.

The bronze- and green-colored parts increase rigidity, while the pressed-aluminum main spars have been tuned for optimal lateral flex.

The Ninja piles on speed at a clip worthy of what seems to be class-competitive power...

So far, so good, but it gets unexpectedly better when the 6R is torqued into a turn. Instead of the somewhat lazy response from the old 25-degree rake angle, the '09 edition carves immediately into an arc with the best of them, as its rake sharpens to a more typical 24.0 degrees. Trail receives a corresponding decrease from 110mm to 103mm to add up to a dexterous sporting scalpel. Quelling possible instability issues is a standard-equipment Ohlins steering damper like seen on the 10R.

The Ninja's turning prowess is accentuated with some major modifications to what seems to be an unchanged aluminum frame. To enhance overall rigidity, the front engine mounts are now welded to the steering head structure, while a cross pipe now reinforces the rear of the frame. there have been many subtle changes to the shape of the main spars in an effort to gain back some lateral flex that is desirable for feedback and shock absorption while leaned over. there were three major frame variations that were tested, plus several versions with smaller changes. Roll response has also been increased by rotating the engine 16mm upward for a higher C of G.

One of the greatest enemies of high performance is weight. The 6R is said to be 22 lbs lighter than last year. (Although it might not seem like it from the bike's 421-lb weight in the spec chart. Japanese OEMs have now agreed to state their bikes' weight in terms of a fueled, ready-to-ride form instead of the bogus "dry weights" they formerly tried to deceive us with.) Many pounds were trimmed from the chassis, and the sharper new bodywork and lighter fenders save about 3 lbs. The engine, despite being architecturally identical, losing nearly a pound from the double overhead camshafts and about 1.5 lbs from the use of magnesium engine covers.

Here's the comparison of the inner workings of a conventional cartridge fork and Showa's Big Piston Fork that has fewer parts and weighs less.

One critical area of weight adjustment was losing the undertail exhaust from the old ZX. Kawi says the new titanium exhaust system of the Ninja is nearly 2 lbs lighter, but just as important is losing the muffler formerly mounted under the seat and far away from the bike's C of G.

The new ZX's rear end is opened up by the adoption of a side-mounted muffler and under-engine pre-chamber which are partially disguised by an abundance of plastic covers. Titanium construction keeps it light.
Like the ZX-10R introduced last year, the fuel tank of the new 6R is designed to offer contact patches for a rider’s arms that provide enhanced feedback.

Like the ZX-10R introduced last year, the fuel tank of the new 6R is designed to offer contact patches for a rider’s arms that provide enhanced feedback.

Fresh to the market is Showa's new Big Piston Fork. This design (also to be seen in the '09 GSX-R1000) swaps a large 37mm main piston in place of the previous 20mm slug, thereby offering 3.4 times the surface area. Kawi says the new 41mm fork provides the same damping force with less than one-third the damping pressure. And, by eliminating the cartridge tub and sub-piston, the BPF uses less components and is 370 grams lighter.

Nice numbers, it seems, and it feels like an improvement through the handlebars. Kawasaki claims an increase in feel during the initial stroke, with a reduction in pitching while braking and better control of rebound damping. More than a slightly silly name, it offers excellent control without harshness, and feedback is exemplary. Damping rates are made easily from fork-top adjusters for compression and rebound, while a hex key changes spring preload at the bottom of the fork leg. The rear shock remains basically unchanged, still with dual-speed compression-damping adjusters.
Further aiding feedback are a few ergonomic tweaks. The ZX6R's clip-on handlebars (280g lighter) are closer to the rider and tilted slightly inward, making for less of a reach and a more comfortable stance. A rider's forearms touch the ZX-10R-like fuel tank when hanging off, adding to communication from the bike. Not only is the 4.5-gallon tank slimmer, so is the saddle which is also 5mm lower (to 32.4 inches) and shorter front to back.

On a more subjective note, we believe the styling of the new Ninja to be a major improvement. The previous bike was like lime-flavored vanilla, but this new one is an aggressive wasabi-tinged pistachio. Angles are sharply cut, and the new exhaust creates space between the rear wheel and tailsection. The nose of the ZX slopes forward in a beak-like fashion, with narrow-set headlights more visually appealing than the similar design of the ZX-10R. Thankfully, the 600cc ZX loses the 10R's mirror-stalk-mount turnsignals in favor of signals integrated into the leading edge of the side fairings.

Although not a ground-up redesign, the latest ZX-6R makes for a significant step up from the previous version.

As a package, the new ZX-6R (or ZX600R9F, as it's called internally) is difficult to assess because of its faultless manners on the racetrack. It now turns in as quick as anything in its class, feedback is abundant, and its unchanged slipper clutch remains the benchmark - a rider can just throw away the clutch on downshifts without blipping the throttle. Its brakes are stellar, and its engine seems to be up to the class standards, even if the punchy CBR600RR (with more torque for'09!) might still hold a midrange advantage. And the Kawi's engine has impeccable throttle response, with on/off throttle transitions being as smooth as we've felt from a fuel-injected bike.

The only thing missing from this scene is 50,000 screaming fans.

Bottom line: If you have an '07-08 ZX, you might want to trade it in. If you have another brand's 600cc sportbike, keep an eye on your mirrors.

Highs: Sighs:

* Sharper steering
* Sharper styling
* Sharper dyno chart

* Still not the belle of the ball
* Boots scuff swingarm
* Where's the 636cc version?

Yamaha RX-Z

noreply@blogger.com (sempoi46) — Fri, 21 Aug 2009 15:40:00 +0000

Yamaha RX-Z 135 2004 Yamaha RX-Z with catalytic converter.
Manufacturer Yamaha
Production 1987-present
Predecessor Yamaha RD125
Successor Yamaha FZ150i
Class Naked bike
Engine 135 cc 2-stroke
Power 20 PS @ 8,500 rpm
Transmission 6-speed return
Suspension Front: Telescopic fork
Rear: Dual shocks swingarm
Brakes Front: Disc
Rear: Drum
Weight 106 kg
Fuel capacity 13.0 l
Related Yamaha RX-135
Yamaha Y125Z

Yamaha RX-Z 135 is a 2-stroke naked bike manufactured by Yamaha Motor Corporation. Debuted in 1987, the RX-Z is very popular in Malaysia and Singapore and enjoys one of the longest current motorcycle product life in both countries, especially in Malaysia due to the absence of other street bike competitors to date. In 2004, the model was facelifted and a catalytic converter was installed.

Specification

* Engine: 2-stroke 135cc air-cooled engine
* Cylinder arrangement: Forward-inclined single cylinder
* Displacement: 133 cc
* Max power: 20 PS (15 kW) @ 8,500 rpm
* Max torque: 1.85 kgf·m (18.1 N·m) @ 7,500 rpm
* Max speed: 180km/h
* Bore x stroke: 56.0 x 54.0 mm
* Compression ratio: 7 : 1
* Transmission: 6-speed return
* Clutch: Multiple-disc, wet manual
* Frame Type: Underbone steel tube
* Suspension (Front): Telescopic
* Suspension (Rear): Dual shock
* Brake (Front): Single-piston disc
* Brake (Rear): Drum
* Dry weight: 106 kg
* Fuel tank capacity: 13.0 L

Overview

Debuted in 1987, the Yamaha RX-Z was originally equipped with a 5-speed transmission with solid front disc brake. The model shared the same platform and chassis as its predecessor, the water-cooled Yamaha RD125. Shortly after the launch, the RX-Z became popular among young motorcyclists especially in Malaysia. A few years later, the engine was upgraded with the installation of a 6-speed transmission, together with newer instrument panel and handlebar switches, as well as a cross-drilled front disc brake rotor.

Since then, the design of the RX-Z remained unchanged until 2004 when the model was facelifted, with the rear lights borrowed from the Yamaha Y125Z. The facelifted RX-Z was equipped with a catalytic converter, sacrificing 1 PS of maximum power (original maximum power: 21 PS). However, the maximum torque remained unchanged but the low-end torque was improved compared with the early models. Some owners of the earlier RX-Z motorcycles may have problems during take-off because the engine tends to stall when an inexperienced rider tries to take off in the first gear. However, the problem was resolved in the facelifted model.

In Malaysia, the RX-Z is one of the motorcycle models often associated with Mat Rempit street racers. As a result, many Malay movies including Remp-It use the RX-Z in their movies.

DUCATI DESMOSEDICI RR

noreply@blogger.com (sempoi46) — Thu, 20 Aug 2009 14:45:00 +0000

DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE
The dream of a true GP replica has finally come true and the Desmosedici RR is the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed with in the 2006 MotoGP World Championship.

The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.

This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.

Check out all the details in the complete description of the engine and in the thorough analisys of the vehicle, not to mention the tech specs as well as the most recent pictures.

PRODUCTION AND DELIVERY SCHEDULE
Every single one of the 1500 Ducati Desmosedici RR bikes, the first true MotoGP replica which the Borgo Panigale manufacturer decided to produce in a limited number, has been sold. Following the conquest of Ducati's recent MotoGP title by Casey Stoner, the race was on to purchase the last remaining bikes available.

Reservations for the Desmosedici RR have been accepted via the official Ducati dealer network since 2 June 2006. Production of the 1500 limited edition motorcycles began in October 2007 and first deliveries are reserved to 999R owners who placed their Desmosedici RR order before 30 September 2006. Production of all remaining orders will be completed by December 2008.

VEHICLE DETAILS
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body.

ENGINE DETAILS
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.

Ducati 1098 R -specialbikes

noreply@blogger.com (sempoi46) — Tue, 18 Aug 2009 15:02:00 +0000

The Ducati 1098 R - Breaking The Litre Limit

The lightest, most powerful twin-cylinder bike ever and true competition-level traction control system supplied as standard for maximum track performance. The 1098 R is the ultimate Superbike. The most advanced, most powerful twin-cylinder motorcycle ever built, with the highest torque-to-weight ratio in the sport bike category. It is the product of a team of designers and engineers focussed on one objective only – to win.

The ‘R’ is a race bike, pure and simple. Its competition specification and superior components together with advanced electronics and race-proven chassis technology deliver a level of performance that empowers you with confidence and capability.

World Superbike rule changes mean that the road-going ‘R’ version is closer than ever to the factory race bike. The 1098 R is not a replica - it’s the real deal. An incredible 180hp L-Twin Testastretta Evoluzione engine in a race-winning Trellis chassis set-up tips the scales at an unbelievably lightweight 165kg (364lbs) and comes with a race kit that introduces Ducati Corse’s world championship winning traction control system.

Once again, Ducati raises the bar and sets the world standard for sport bikes while turning the heads and racing the hearts of enthusiasts throughout the world.

1098 Technology: Trademark Ducati features like the high tail section, compact front end, twin under-seat silencers and single-sided swingarm are just some of the features that turned the 1098 models into an instant award-winning success. When launched in November 2006, the 1098 and 1098 S introduced a number of ‘firsts’ for Ducati and production sport bike design. It was the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. More ‘firsts’ for a road-going Ducati included the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the World Championship-winning Desmosedici GP7.

The ‘R’ version of the 1098 is not only the flagship of the Superbike family, but also the platform on which the very latest Ducati Corse technologies are expressed in street bike form. The 1098 R takes all the original 1098 features, reduces weight even further and adds an extra 20 horsepower, traction control, sand-cast crankcases, titanium valves and con-rods, TTXR rear suspension and much more to produce the most awesome performance ever seen in this category.

The 1098 R comes with a race kit, which is intended for track use only, boosting power output from 180 to approximately 186hp. The kit consists of a 102dB carbon fibre slip-on muffler kit by Termignoni and a dedicated ECU. The ECU not only has reconfigured mapping to suit the racing mufflers, but also initiates the system dialogue that controls the DTC (Ducati Traction Control) system. The 1098 R is the first ever production bike to be fitted with a true competition-level traction control.
1098 R Testastretta Evoluzione power

The 1098 R engine represents the finest twin-cylinder technology in the world. It produces 180hp (132.4kW) @ 9,750rpm and 99.1 lb-ft (13.7kgm) of brute torque @ 7,750rpm in standard mode and an astonishing 186hp when using the supplied race kit, which is intended for track use only.

The specification of this engine underlines its no-compromise race technology. To help contain the massive ‘R’ power output, the crankcases and cylinder heads have been sand-cast produced, a process that improves the molecular quality of the casting, increasing strength while ensuring that intricate shapes are achieved with absolute accuracy. Confirming the 1098 R’s race specification by minimising weight and increasing performance, the crankshaft connecting rods are made in titanium saving 130g over the stock 1098 rods while reducing their reciprocating forces and improving crankshaft acceleration. Cam belt covers moulded in carbon fibre and cam covers cast in magnesium alloy complete the lightweight package. The result is a weight saving of 5.6kg (12.34lbs) over the 999R engine and 2.2kg (4.8lbs) less than the 1098.

The increased capacity of 1198.4cc is the product of a larger bore and stroke of 106 x 67.9mm and is fed through four titanium valves per cylinder and compressed to a ratio of 12.8:1. The valves, which are chrome nitride (CrN) coated, have been increased in diameter by approximately 5% to 44.3mm for the inlet and 36.2mm for the exhaust. They are actuated by rocker arms that are super-finished for reduced friction and fatigue, and double overhead camshafts with radical profiles that achieve approximately 16% more lift than the standard 1098.

These incredible valve performances are only possible because of Ducati’s unique Desmodromic system, where valve closure is activated mechanically. At high rpm it would be almost impossible for the valve to follow the steep closure profile of the cam lobe if it were relying upon a normal valve spring, but with the Desmo system the valve is mechanically closed with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings. This system is used on every single Ducati motorcycle including the world-beating Desmosedici MotoGP bike.

The pistons utilise the same design developed for the Desmosedici in the Ducati MotoGP programme by using a distinctive double-ribbed undercrown to achieve high strength with minimal piston wall surface area and, therefore, less friction. In this way, the 106mm RR58 alloy components are able to operate reliably at high rpm while delivering incredible performance.

The 1098 R elliptical throttle bodies have been increased 6.5% in size compared to the 1098, a diameter now equal to 63.9mm. For the first time on a road-going Ducati, twin injectors are used on each cylinder. The first centrally mounted injector feeds through a 4-hole nozzle while the second offset injector feeds through a 12-hole nozzle ensuring progressive and fluid power delivery throughout the rev-range. With this configuration the system has the capacity to provide much heavier fueling when used in competition.

The gearbox shares the same ratios as the 1098 and 1098 S, except for 3rd, 4th and 6th gear, which has a higher ratio so as to be able fully exploit the speed gained from the supplied race kit or additional performance modifications. Also with performance in mind and because of its high resistance to fatigue, the gears are machined from the same high-strength steel used in Ducati Corse race applications with 3rd, 4th, 5th and 6th gears being subjected to a shot-peening treatment that further ensures their strength and reduced fatigue. The dry, multiplate ‘slipper’ clutch reduces the destabilising effect of aggressive downshifting and helps provide the fine control required when used under extreme track conditions.

The 2-1-2 exhaust system, which complies with Euro 3 emission standards, is formed in 52mm-57mm diameter tubing with a wall thickness of 0.8mm (.030in) and terminates with Ducati’s trademark twin under-seat mufflers beautifully formed in super lightweight titanium and stainless steel.
Chassis

The 1098 R chassis and suspension components are the results of detailed study and a performance first priority approach to development. The goal was to achieve even more weight saving while building in strength and rigidity to manage the incredible power of the new 180hp engine. The result is an impressive 16kg (35lbs) overall vehicle weight reduction compared to the 999R and an impressive 6kg (13lbs) over the already lightweight 1098 S.

Trellis frame

Developed in cooperation with Ducati Corse, the 1098 R Trellis frame features main section tubes in ALS 450 with a diameter of 34mm and 1.5mm thickness to achieve a total weight of just 9kg (19.8lbs) and an extremely high strength-to-weight ratio. Race-proven with hundreds of victories, the Trellis design remains the chosen engineering solution by Ducati Corse and a feature of every Ducati motorcycle.

Front subframe

As with all the models in the Superbike family, the front subframe is produced in magnesium alloy to reduce the weight to just 0.61kg (1.3lbs). While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall ‘feel’ and control of the machine.

Rear subframe

Underlining its competition intention, the 1098 R is designed as a true ‘monoposto’ with no provisions to carry a passenger. By producing the rear subframe in aluminium alloy it has enabled a 50% weight reduction (compared to biposto models) to 1.3kg (2.8lbs).

Single-sided swingarm

The 1098’s unique single-sided swingarm is made up of main operational components in aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to fuse the construction into a single, beautifully engineered component. For the ‘R’ model, the swingarm is finished in black to denote its racing status as well as to contrast sharply against the ‘racing gold’ wheels.

Rear Suspension

Working together with the single-sided swingarm and an efficient linkage is a fully adjustable Öhlins TTXR single shock. Used for the first time on a Ducati production bike, this exclusive shock gives top performance while enabling considerable weight-saving over similar components produced with traditional technology.

The TTXR uses twin tube technology and offers totally separate damping adjustment in compression and rebound. It uses experience gained in MotoGP to minimise friction and reduce the risk of cavitation under extreme conditions. A vitally important feature of the rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.

Front Suspension

The front the of new 1098 R boasts fully adjustable 43mm Öhlins with low friction Titanium Nitride sliders feature radial Monobloc caliper mountings. The unique look of these mountings further endorses the no-compromise racing specification of the 1098 R. The Öhlins set-up offers superior road holding, delivers precise feedback, and enables every rider to be more confident and in control. The Öhlins package is completed with a control-enhancing, fully adjustable steering damper.
Control

Brembo Monobloc calipers

The 1098 R is also equipped with Brembo’s Monobloc caliper racing technology. The M4 calipers use four 34mm pistons and two large surface pads for maximum stopping power. The calipers are machined from a single piece of alloy compared to the bolt-together construction of conventional ones. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking and gives a much more precise feel at the brake lever. The massive 330mm discs and Monobloc caliper technology combined with the legendary stability of Ducati’s Trellis frame and the 1098 R’s lightweight 165kg (364lbs) now makes world championship level brake performance available for the road.

Super lightweight wheels

One of the most effective ways to improve the handling and performance of a motorcycle is to reduce its unsprung weight by using superior lightweight wheels. The 1098 R uses lightweight Marchesini Y-shaped spoke wheels created from forged then machined alloy and finished in ‘racing gold’. Both front and rear wheels achieve a lower moment of inertia and unsprung weight to enhance the 1098 R’s change of direction and braking performance.

Fairing and finish

Wind-tunnel development has enabled excellent aerodynamic penetration, allowing the rider to take a perfect racing stance, effortlessly. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful Testastretta Evoluzione engine. The fairing belly-pan, tank lower side panels, seat assembly and front fender in carbon fibre are contributing factors to the overall performance of the machine.

In true ‘R’ style, the red bodywork sports white background number plates on the tail section and nose fairing. The front and rear Marchesini wheels are finished in ‘racing gold’, exactly the same as the F08 official factory race bikes and the fairing belly-pan, front fender and side panels are left in a contrasting natural carbon fibre finish.

Finally, the small red, white and green tricolore graphic, neatly shaped between the twin headlamps in the nose fairing, proudly underlines the Italian design, style and precision race engineering of this motorcycle.
Electronics

Instrumentation

Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP World Championship winning GP7 project. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-out is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch. For the 1098 R, fitting of the race kit initiates dialogue between the race kit ECU and the display to activate the DTC (Ducati Traction Control).

Traction control

For the first time ever on a production motorcycle, a true competition-level traction control system comes integrated into the 1098 R electronics as standard equipment. Activated by fitting the race kit ECU, which is designed to be used with the race mufflers and so intended for track use only, the Ducati Traction Control (DTC) system is accessible via the digital instrument display and offers eight levels of control.

The DTC is the same system developed and used by Ducati Corse for their world championship winning MotoGP and World Superbike projects and offers a choice of eight profiles developed by professional racers. Each profile has been programmed with a wheel-spin tolerance matched to progressive riding levels of skill and confidence from one to eight. Underlining the fact that this is a professional system intended strictly for track use only by competent riders, profile eight has been developed by the official Ducati MotoGP test rider, Vittoriano Guareschi.

Choose the profile that best suits the track conditions and riding style and, upon activation, front and rear wheel sensors compare speed differential to sense when rear traction is being broken (wheel-spin). Using exactly the same software logic developed and used by Ducati Corse, instant electronic adjustment to the ignition advance or a pattern of ‘spark cuts’ initiates immediate control over power output so as to restore traction at the rear wheel before re-establishing normal power delivery. In this way, DTC provides an incredible advantage during mid-corner acceleration.

Once again Ducati raises the bar for the sport bike category by transferring its MotoGP race technology into production.

Data acquisition

Supplied with the 1098 R, the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables owners to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information.

Normally used on race bikes only, the system records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2mb (approximately 3.5 hours) of data can be downloaded to a PC ready to compare, analyse and get an inside view of the performance of both the rider and the 1098 R.

Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians are able in factory teams.
Technical Specifications

Engine
Type L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement 1198.4cc
Bore x Stroke 106x67.9mm
Compression Ratio 12.8:1
Power 180hp - 132.4kw @ 9750rpm
Torque 99.1lb-ft 134Nm @ 7750rpm
Fuel injection Marelli electronic fuel injection, elliptical throttle bodies
Exhaust Lightweight 2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel and titanium mufflers
Emissions Euro 3
Transmission
Gearbox 6 speed
Ratio 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 24/23, 6th 22/25
Primary drive Straight cut gears, Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 38
Clutch Dry multiplate with hydraulic control slipper clutch
Chassis
Frame Tubular steel Trellis frame in ALS 450
Wheelbase 1430mm / 56.3 in
Rake 24°30' / 24,5°
Steering angle 28°30' / 28,5°
Front suspension Öhlins 43mm fully adjustable upside-down fork with TiN
Front wheel travel 120mm / 4.7in
Front wheel 5-spoke in forged light alloy 3.50 x 17
Front tyre 120/70 ZR17
Rear suspension Progressive linkage with fully adjustable Öhlins TTXR monoshock with top-out spring. Aluminium single-sided swingarm
Rear wheel travel 127mm / 5in
Rear wheel 5-spoke forged light alloy 6.00 x 17
Rear tyre 190/55 ZR17
Front brake 2 x 330mm semi-floating discs, radially mounted Brembo Monobloc calipers 4-piston, 2-pad.
Rear brake 245mm disc, 2-piston caliper
Fuel tank capacity 15.5L (of which 4L reserve) / 4.1 US gal (of which 1 US gal reserve)
Dry weight 165kg / 364lbs
Seat height 820mm / 32.2in
Max height 1100mm / 43.3in
Max length 2100mm / 82.6in
Instruments Digital MotoGP derived unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve, trip fuel, neutral, turn signals, average speed, average fuel consumption, remaining fuel metre, immobilizer, options and management for DTC (Ducati Traction Control accessible only with race ECU fitted). DDA system enabled.

Aprilia 250.

noreply@blogger.com (sempoi46) — Mon, 17 Aug 2009 15:26:00 +0000

an Aprilia 250.

He's pretty handy at it too, winning races, winning World Championships, winning everything. He's the best 250cc racer of his generation -- at least he is when he's riding a 250 Aprilia. Now, for the second year, you can buy a replica of Max's bike and dream that the set of bends ahead are in fact the corkscrew at Laguna Seca or the Melbourne loop at Donnington, and if we take this one on the limit we'll have the race in the bag. The Aprilia RS250 takes the wannabe racer on the trip of their lifetime.

A superficial glance at the spec sheet would suggest that Max's GP racer and the RS250 street version are quite closely related. Both run a two-stroke V-twin power plant, although the street bike runs 56mm x 50 mm bore and stroke and the racer a square 54mm x 54mm. In 1994, when Aprilia decided to build a race replica to capitalize on their racing success they turned to the Japanese for the engine, realizing the work involved in building a reliable engine for the street was beyond the means of the small Italian company. Suzuki has been the only one of the Big Four who has continued to support the world market with limited numbers of its own pocket racer, the RGV 250, and it was Suzuki that Aprilia approached for the heart of their new bike. Aprilia builds their own pipes, play around with the ignition some for a better mid-range power delivery and raise the overall compression ratio, but essentially leave the RGV engine unchanged.

The bike turns out a little over 60 bhp. Not very spectacular, but when hauling a bike weighing just 140 kg the result is acceleration that leaves the Japanese four-stroke 400s trailing in its wake. That is if you've learned the correct procedure for quick getaways, as it has a two-stroke's typical hatred of low revs. Try riding away with a half-hearted tug on the throttle and the engine bogs and wheezes until 5000 revs appear on the clock, then spends another 3000 rpm clearing its throat. It finally wakes up at 8000 rpm and screams through to 12,000 in the blink of an eye. At 12,000 rpm you hit a brick wall, so there's no point over-revving it, as there is nothing left. Plenty of clutch slip and 10,000 rpm on the clock will see the RS screaming away into the distance. The exhausts have the sharp crack associated with racing two-strokes, and the only sound that comes close to it is that recorded by the on-board cameras at the bike GPs.

Despite being a tuned two-stroke, the RS has few of the weaknesses of the two-strokes of the past. Starting the bike is a simple one-kick prod, regardless of whether the bike is warm or cold. The digital LCD display will tell you when the bike is warm enough to pull away, as it displays COLD until the water temperature reaches 30 degrees C. While cold, dense clouds of acrid two-stroke smoke waft around the bike. The RS is slow to wake up and requires a couple of minutes idling before the 30 C appears and it is ready to drive away. At anything much under its operating temperature of 55 degrees it's one unhappy motorcycle, four-stroking at lower revs and reluctant to pull cleanly. Once warmed up, it will trickle along under the powerband without fuss and without any danger of oiled plugs.

While Aprilia has just lightly tweaked the engine, they've really put their heart into producing a superb chassis that underscores the race replica claim. A beautifully polished alloy twin beam frame which looks surprisingly like the frame Biaggi and Aprilia production racebike owners use gives it the credibility it needs as a race replica. Both the Boge rear suspension and the Marzocchi front suspension offer full adjustability for bump/rebound damping and pre-load of the spring. The Brembo brakes offer excellent linear progression, and the low weight of the bike make front wheel "stoppies" just a determined squeeze away for the posers. Steering is light and sharp; the bike's low weight makes it easy to throw into corners while the suspension does an excellent job of keeping the bike on the line you choose. The RS's lightness can sometimes be a disadvantage, as it can get a bit skittish in strong crosswinds and move all over the place in the draft of large trucks on the highway.

But motorways are not the RS's natural environment. Although surprisingly large for a 250, it's a squeeze to get behind the fairing if you are much over 5' 8". The handlebars are low, and within an hour of screaming along the highway the pain between your shoulder blades becomes excruciating. It's the bike's way of telling you to find some interesting bends to blitz and do some real interacting with the road, the bike, and your mind. Masochists determined to stick to the highway can wind the bike up to a speed of 125 mph on the dials, but this is not what the bike is about.

We've left the best part of the bike until last - the styling. It is this more than anything else that makes it one of the masterpieces of this decade. This bike should be hanging in the New York Museum of Modern Art. The Italians have a reputation for classic car styling and recently, with the Ducati 916 and Aprilia 250, they have brought their expertise to the two-wheeled world with stunning results. Whereas the Japanese styling is usually achieved with eye-catching graphics, the Italians achieve the effect through the form of the bike. Deliciously understated in the racing silver color scheme, the eye is not distracted from the droopy nose fairing and the sculpted front fender. This really is a classic of the '90s. For those less interested in riding a classic, they can go full hog with the black Chesterfield Biaggi replica. With a set of Dainese Biaggi leathers and AGV Biaggi helmet, you'll look just like the man.

It has to be said that the Aprilia RS250 is close to perfect, within the parameters defined for a GP race replica street motorcycle. Its only rivals are the Honda NSR250, Yamaha TZR250, and Suzuki RGV250, which are sold in Japan with an artificially restricted power output of 45 bhp. Only the Suzuki is currently available in other markets, and perhaps the new model, rumored to put out more than 70 bhp, could challenge the Italian machine. Until that time, the Aprilia RS250 will continue unchallenged on both street and track.

Specifications
Manufacturer: Aprilia
Model: 1996 RS250

Engine: Liquid-cooled, two stroke V-twin
Bore x stroke: 56 x 50.6 mm
Displacement: 249 cc
Carburetion: Mikuni TM34 SS/2
Transmission: 6-speed
Wheelbase: 1370 mm
Seat Height: 810 mm
Fuel Capacity: 16.5 L
Claimed dry Weight: 141 Kg

The Honda Cub History

noreply@blogger.com (sempoi46) — Sun, 16 Aug 2009 14:37:00 +0000

The Honda Cub debuted in 1958, 10 years after the establishment of Honda Motor Co. Ltd. The name 'Cub' was said to be the acronym of Cheap Urban Bike because the development of this model was aimed to provide a kind of cheap urban transportation in busy cities. The name also likely refers to the earlier Piper Cub, an affordable and extremely popular light aircraft from the 1930s possessing many of the same mechanical qualities of the Honda bike (note that improved versions of the Piper Cub were also called Super Cubs, with spacing in between the words).

Honda had discovered how to increase the power and efficiency of 4-stroke engines and the company set about breaking into a market sector totally dominated by the 2-stroke models of other manufacturers. So successful were they that the Honda Cub became the most successful motorcycle model in history, and made huge contributions to Hondas sales and profit. Honda used the slogan You meet the nicest people on a Honda as they broke into the English speaking world, until then dominated by British motorcycles.

In 1968, after 10 years of production, the whole motorcycle was uprated, the engine going from pushrod 4.5bhp to SOHC 4.9bhp. Though the basic design of Cub remained unchanged, slightly new styling features and improvements were integrated along with larger displacement (70 cc and 90 cc models) versions. In the 1970s, Honda fitted a new capacitor discharge ignition system (CDI) to replace the earlier contact point ignition, thereby helping to meet increasingly strict emission standards in markets such as the US. However, many experts on the Cub testify to the fact that Honda used the CDI system for better reliability and fuel efficiency, with the emissions improvements being an appealing by-product of these goals.

In the 1980s, a larger 100 cc GN-5 engine model was introduced especially for Asian markets. The newer 100 cc model branched off from the Honda Cub model design, with new features such as a telescopic front suspension to replace the older leading link suspension, and a more efficient 4-speed transmission to replace the older 3-speed transmission used in Honda Cubs. These changes were not incorporated into the Honda Cub line-up, not interfering with the timeless and dependable design of the Cub, but rather, were integrated into new models such as Honda Dream in Thailand and Honda EX5 in Malaysia. These bikes were never intended to compete or replace the Cub in the very strong Japanese domestic market, but were more suited for the lucrative Asian export market.

In the late 1990s, Honda introduced their newer NF series motorcycles, known as Honda Wave series which use steel tube frames, front disk brake and plastic cover sets in various displacement options: 100 cc, 110 cc and 125 cc. Though not Cubs, these bikes sold consistently well particularly in European countries, where the production of Honda Cub models had been previously discontinued. However, the production of Honda Cubs in Asia, Africa and South America still continues today even though the newer Honda Wave Series and other designs have been introduced alongside the Cub.

In Japan, where some of the world's most discerning and demanding customers reside, the Super Cub is stronger than ever. Sales of Honda Super Cubs are thriving and continue to grow with the 50 cc models leading the way, promising a long future for the versatile and timeless motorbike. The introduction of more options on existing bikes, more accessories available, and a new model, the Super Cub "Street" testify to the staying power of the Cub and ongoing love affair the Japanese have with their home-grown design.

Honda will continue to offer the latest innovations in their bike line-up, but will wisely, it seems, not interfere with the unquestionably simple and successful design of the classic Cub.

Key milestones of Honda Super Cub Series

*

August 1958 Sales of Super Cub C100 began (air-cooled 4-stroke, single-cylinder OHV engine, 49cc, 4.5 horse power)
*

Production site: Yamato Plant (later became Saitama Factory Wako Plant)
*

1959 Exports to the U.S. began
*

1960 Production at Suzuka Factory began
*

1961 Cumulative production reached 1 million-unit milestone
*

1961 Production based on component parts sets began in Taiwan (first production outside of Japan)
*

1964 Sales of Super Cub C65 (the first OHC engine) began
*

1966 Sales of Super Cub C50 (OHC engine) began
*

1967 Cumulative production reached 5 million-unit milestone
*

1974 Cumulative production reached 10 million-unit milestone
*

1983 Fuel consumption of 180km/liter (30km/h constant-speed test value) achieved (Super Cub 50 Super Custom)
*

1988 Sales of Press Cub began
*

1991 Production was transferred to Kumamoto Factory
*

1992 Cumulative production reached 20 million-unit milestone
*

1997 Sales of Little Cub began
*

2005 Cumulative production reached 50 million-unit milestone
*

2007 An electronically-controlled fuel injection system, Honda’s PGM-FI, was installed on Super Cub 50, Press Cub 50 and Little Cub.
*

2008 Cumulative production reached 60 million-unit milestone (April)

honda-super-cub-2KUMAMOTO, Japan, February 8, 2006 – Honda Motor Co., Ltd. announced that total worldwide production of the Super Cub reached 50 million units at the end of December 2005.

A favorite with customers since its launch in 1958, the Super Cub has become the first motor vehicle to achieve total worldwide production of 50 million units.

The first-generation Super Cub made its debut in Japan in 1958.

At a time when 2-stroke engines were the predominant engine form, the Super Cub was fitted with a revolutionary, high-performance 50cc 4-stroke engine that offered superb economy and durability. The creative design also featured a low-floor backbone frame for convenient mounting and dismounting, a lever-free centrifugal clutch for easy shifting, large plastic leg shields to protect riders’ legs from dirt and wind, and other innovations. Since then the Super Cub has undergone many improvements, but its basic design and concepts remain unchanged, and it carries on a proud tradition of unique styling. In 1959 the United States became the first market for Super Cub exports, and in 1961 Taiwan became the first country to assemble the model from imported Japanese parts. Since then, following the policy of building products where the demand is, Honda has expanded Super Cub production to facilities around the world. Currently produced in 13 countries and a popular product in more than 160, the Super Cub is a practical motorcycle that enjoys a strong reputation around the world.

underbone yamaha LC135 4stroke

noreply@blogger.com (sempoi46) — Mon, 10 Aug 2009 16:07:00 +0000

Yamaha Y135LC

Yamaha Y135LC

Manufacturer	Yamaha
Also called	Yamaha Spark 135, Yamaha Sniper, Yamaha Jupiter
Production	2005-present
Predecessor	Yamaha Lagenda series
Class	Moped, underbone
Engine	135cc SOHC 4-valve 4-stroke water-cooled
Power	11.33 PS @ 8,500 rpm
Transmission	4-speed
Suspension	Front: Telescopic fork Rear: Monoshock swingarm
Weight	103 kg
Fuel capacity	4.0 l

Yamaha 135LC, also known as Yamaha Spark 135 in Thailand, Yamaha Sniper in Philippines Yamaha Jupiter MX in Indonesia and Yamaha Exciter in Vietnam, "Yamaha T 135 Crypton X" in Greece is a small underbone bodied motorcycle manufactured by Yamaha Motor Company which is also a moped or underbone model with the second-largest displacement behind Suzuki Raider 150. Powered by a liquid-cooled 135cc 4-stroke engine, the Y135LC is specially designed by the parent company in Japan for Southeast Asian market.

In 2008, the fuel-injected version of the Yamaha Spark 135 was launched for Thai market, making it the second underbone motorcycle using the fuel injection system after the Honda Wave 125i^[1].

Specification

Model code: T135
Engine: SOHC 4-valve 4-stroke 135cc water-cooled engine
Cylinder arrangement: Forward-inclined single cylinder
Displacement: 134.9 cc
Max power: 8.45 kW (11.33 PS) @ 8,500 rpm
Max torque: 11.65 Nm @ 5,500 rpm
Max speed: 138 km/h^[2]
Bore x stroke: 54.0 x 58.7 mm
Compression ratio: 10.9 : 1
Transmission: Constant mesh 4-speed
Clutch: Wet, multiple-disk and centrifugal automatic (optional manual clutch model is also available)
Fuel system: Fuel injection (2008 Yamaha Spark 135i in Thailand only); Mikuni VM22 carburetor with throttle position sensor (other countries)
Frame Type: Diamond-shaped underbone steel tube
Suspension (Front): Telescopic
Suspension (Rear): Monoshock
Brake (Front): Single-piston disc, Dual-piston disc - 135LC Extreme Spirit (Malaysian-spec models)
Brake (Rear): Drum
Dry weight: 103 kg
Fuel tank capacity: 4.3 L

Features

Yamaha Sniper 135 Hand Clutch Version

DiASil (die-cast aluminum cylinder) which has better heat conductance to dissipate excessive heat easily.
Lighter forged piston
Roller bearing rocker arms with less friction than typical rocker arms.
4-valve water-cooled engine - The 4-valve engine configuration provides better volumetric efficiency compared with other 4-stroke moped models which uses 2-valve engine design, enabling the engine to produce higher torque at high rpm. However, the engine displacement of 135cc limits the ability of air-cooling system while retaining the small kapchai design at the same time, therefore water-cooling system which has better cooling efficiency is used.
Fuel injection (2008 Yamaha Spark 135i in Thailand only) for less dirtier emission and better efficiency than the carbureted version.
Carburetor with throttle position sensor and accelerator pump (other countries) - The Y135LC uses Mikuni VM22 carburetor equipped with throttle position sensor for more precise ignition timing, increasing the engine's efficiency, and also an accelerator pump for better acceleration and instant response during take-off.
Catalytic converter - Even though most 4-stroke kapchai models are capable to surpass strict emission standards without even using the catalytic converters, Yamaha has taken an initiative to install a catalytic converter to the Y135LC to surpass even stricter emission standards in the future.
Sport rims with tubeless tires (standard for Malaysian models only)

Model history

The Yamaha Y135LC debuted in 2005 for Thai and Indonesian market before brought in Malaysian market in February 2006. The Y135LC was designed by the headquarters of Yamaha Motor Company in Japan for Asean market. The model was very successful in Southeast Asia especially in Malaysia.

To promote the Y135LC, Yamaha organized an Asean road tour known as the Yamaha Pan Asean Tour, traveling 9,000 km on roads in Thailand, Malaysia, Singapore and Philippines, which ended on May 2006.

Aprilia rs125

noreply@blogger.com (sempoi46) — Fri, 07 Aug 2009 17:58:00 +0000

I remember a time when 2 strokes were ubiquitous on the road. Their light weight, knife edge power bands, a power to H.P. ratio that wouldn’t look out of place on the specifications sheet of a 750 c.c. bike.

The minimalist chassis, coupled with a sub-150 k.g. weight, meant that 2 strokes were suited for kamikaze corner bashing, and head down antics in pursuit of top speed. But their rather anti social tendency to smoke unburnt 2-T lead to their swift banning in many countries around the world because of pollution concerns.

2 strokes are still with us, of course, in dirt biking, and in the GP 125 and 250 classes. Aprilia Malaysia recently launched the RS125 in this country at Sepang International Circuit. We had a go at it, so read our report after the jump.

The RS 125 is, as the name suggests, a 125 c.c. 2 stroke racing styled machine. Very closely patterned after their 2008 125 GP bikes, the RS125 is very much intended for the young racer, or racer wanna-be. A Rotax single cylinder liquid cooled engine with crankcase reed valve and a balance shaft delivers the power smoothly, although the engine needs to be brought up to the upper reaches of the power band before things start happening. Fuelling is via Dell’Orto carburetor, with the exhaust swept up the left side and tucked up out of harm’s way.

The cockpit is minimalist, as is to be expected from a racer, but it comes with everything you need to know, including a lap timer.

The twin beam aluminium frame brings everything together, with 40 mm USD forks, and there’s a hydraulic shock handling absorption duties at the rear. Brakes are typically racer like in feel and bite, with a single disc front and rear. The front brake is a 4 piston caliper, biting a 320 mm disc. More than adequate to bring the entire package of rider and bike to a stop in less time than it takes for you to read this sentence. The brakes are very controllable, and showed some signs of fading after several hard laps around the track. I suspect this might be because the rider is, perhaps, slightly heavier than the whippet weight 125 jockeys this bike was designed for.

The office, as you can well imagine, is a trifle cramped. This bike is definitely designed for slim, fearless, young men in their late teens or early 20s, not older riders who prefer to, shall we say, stretch things out a little. Saying that, once you fold your legs up onto the pegs, bend your elbows slightly outboard of your knees, ( and your elbows will touch your knees in race position), and place your chin on the tank, it feels right, allowing you to dream of being Simone Corsi.

But, the way to ride a small capacity 2 stroke can be summed up in two words. Corner speed. In this, the RS125 does admirably well. Although taking off calls for some cold hearted treatment of the throttle and clutch, once things get going, the 6 speed gearbox is smooth, each gear clicking into place without hesitation. You rev the engine towards 10,000 r.p.m., aim for the corner, and then, You. Must. Lean.

The RS125 is capable of some very extreme lean angles, allowing you to carry and hold the corner speed. At this stage, you really don’t want to start messing with the throttle, because any loss of engine speed takes a long time to claw back, due to the lack of torque. But if you do it right, the bike takes care of it all, allowing you to concentrate on the line, and the exit. Taking turn 9 at Sepang, the corner that is perhaps the hardest to get right, due to its off camber entry and invisible exit, was carved admirably well on the RS125. The light weight of the bike allowed this slightly ham fisted rider to choose a line, and lean over without fear of launching himself, and the bike, into the sky. This is something I couldn’t ever get away with on, say, a Ducati 999.

The RS125 is a motorcycle that rewards a brave rider. It is perhaps not suited for the rider who prefers something that requires minimal maintenance, or a daily commuter, as the Rotax engine requires regular maintenance to have performing at optimum. The handling is razor sharp, and easy to control, as any well designed motorcycle should be.

The peaky engine, together with its insane lean angle and corner speeds, makes this bike one for the racetrack, in the hands of a young racer.

the legend that beat ducati 916

noreply@blogger.com (sempoi46) — Thu, 06 Aug 2009 15:02:00 +0000

Honda C70

Honda C70

The Honda C70 is a 4-stroke 50cc OHC street motorcycle manufactured by Honda between 1970 and 1984, which replaced the similar C65 model. The C70 was the elder brother of Cub C50, with more power, same cheap economical ride and reliability. It was introduced in USA, Canada, Asia and Vietnam in 1970, and introduced to the UK in 1972. Later US versions were called Honda Passport.

It had a 72cc air-cooled single overhead cam engine (a bigger-bore version of the C65), an automatic 3-speed gearbox, enough power to pull this motorcycle to a top speed of 50 mph (80 km/h). First models had 6 v electrics, in 1982 12v electrics and CDI ignition were introduced to further improve the reliability of the engine, and to ease servicing.

[hide]

Specifications (1970-71 models)

Displacement: 72 cm³
Engine: Four-stroke Over Head Cam single cylinder
Ignition: Breaker points (6v) or CDI (12v)
Transmission: 3-speed with an automatic clutch
Fuel system: Carburetor
Valves: 2 valves / cylinder
Top Speed: 80 km/h (50 mph)
Electrics: 6 Volts to '83, 12 Volts after.
Available colors: Aquarius blue, Bright red, Pine green, Elephant Grey or Yellow.
Leg guard/cowling: white
Fuel tank emblem read "HONDA 70"
Seat: single or dual depending on market.
Rear footpegs: standard with dual seat.
Starter: electric start optional (C70M) Standard in some markets.
Tail light: depends on country of sale.

Honda C70 Deluxe Brochure

Honda C70 Ad

Japanese Honda C50/C70 Ad

1970-71

Honda C70

Like the early cub, this model did not significantly look any different
Available colors: Aquarius blue, Bright red, Pine green, Elephant Grey, Yellow.
Leg guard/cowling: white
Fuel tank emblem read "HONDA 70"
Seat: long (for two riders)
Rear footpegs: standard
Starter: electric start
Tail light: large tail light common to other Hondas of the '70s
Engine: 72cc OHC single cylinder
Transmission: 3-speed with an automatic clutch
Serial number began: C70M-017962

1972-73

Honda C70

Like the early cub, this model did not significantly look any different
Available colors: Strato Blue Metallic and Poppy Yellow Metallic
Leg guard/cowling: White
Fuel tank emblem read "HONDA 70"
Seat: short
Accessory: luggage rack over the rear wheel
Starter: electric start
Tail light: large tail light common to other Hondas of the '70s
Engine: 72cc OHC single cylinder
Transmission: 3-speed with an automatic clutch
Serial number began: C70-2000000

1980 Honda C70 Passport

1980 Honda C70

Similar shape to the early cub
Available colors: Parakeet Yellow and Angel Blue.
Leg guard/cowling: White
On the yellow bike, the long seat was brown and white
On the blue model the long seat was black and white
Accessory: Basket and rack were mounted above the front fender and a short luggage rack was mounted behind the seat
A "HONDA C70" logo appeared on the fuel tank
It had a six-volt system like the previous models
Ignition: breaker points
Starter: electric start
Engine: 72cc OHC single cylinder
Transmission: 3-speed with an automatic clutch
Serial number began: DA01-1000014
Spark Plug: NGK C7HSA

1981 Honda C70 Passport

1981 Honda C70

1981 Honda Passport C70 in Red

1981 Honda C70 Passport in Yellow

Like the 1980 model with only a few exceptions
The VIN had the 17 digits which indicated the country (first character), manufacturer (second character), year (10th character), and factory (11th character)
Example: JH2DA0107BS100001
- J=Japan
- H=Honda
- B=1981
- S=Suzuka factory
Available colors: Parakeet Yellow, Angel Blue, and Monza Red
Long seat: black and white
Leg guard/cowling: white
Cowling now had another cutout next to the cylinder head
Accessory: basket and rack were mounted above the front fender and a short luggage rack was mounted behind the seat
"PASSPORT" logo appeared on the fuel tank
It had a six-volt system like the previous models
Ignition: breaker points
Starter: electric start
Engine: 72cc OHC single cylinder
Transmission: 3-speed with an automatic clutch
Serial number began JH2DA0106BS100003

1981 Honda Motorcycle Full-Line Brochure

1982 Honda C70 Passport

1982 Honda C70

Like the 1981 model with only a few exceptions
The VIN had the 17 digits which indicated the country, manufacturer, year, and factory
Example: JH2DA0107CS200001
- J=Japan
- H=Honda
- C=1982
- S=Suzuka factory
Available colors: Angel Blue and Monza Red
Leg guard/cowling: white (redesigned slightly)
Side covers: redesigned slightly
Long seat: black and white
Accessory: basket and rack were mounted above the front fender and a short luggage rack was mounted behind the seat
"PASSPORT" logo appeared on the fuel tank
It now had a 12-volt system unlike the previous models
Ignition: CD ignition instead of breaker points
Starter: electric start
Engine: 72cc OHC single cylinder
Transmission: 3-speed with an automatic clutch
Spark Plug Changed to: NGK CR7HS

1983 Honda C70 Passport

1983 Honda C70

1983 Honda Passport C70 in Silver

Like the 1982 model with only a few exceptions
VIN had the 17 digits which indicated the country, manufacturer, year, and factory
Serial number began: JH2DA0107DS300004 where D indicates 1983
Available colors: Blue Metallic, Special Silver Metallic, and Monza Red
Leg guard/cowling: white
Long seat: black and white
Accessory: basket and rack mounted above the front fender and a short luggage rack mounted behind the seat
The word "HONDA" was on the fuel tank and the word "PASSPORT" was on the side cover
Electrics: 12-volt system
Ignition: CD
The cowling eliminated the open cutouts of the previous years and installed pop-in covers in their place
The rear shocks were chromed and were longer
Engine: 72cc, OHC, four-stroke, single cylinder
Starter: Electric
Transmission: Three-speed with automatic clutch
Drive: Fully-enclosed drive chain reduces maintenance
Wheelbase: 1181mm (46.5 in.)
Seat height: 760mm (29.9 in.)
Fuel capacity: 4 liter (1.1 gal.)
Dry weight: 82 kg (180.8 lb)

1984 Honda C70 Passport

1984 Honda C70

Like the 1982 model with only a few exceptions
Serial number began JH2DA0107ES300004 (E=1982)
Engine: 72cc, OHC, four-stroke, single cylinder
Starter: Electric
Transmission: Three-speed with automatic clutch
Drive: Fully-enclosed drive chain
Accessories: Standard front basket and rear carrying rack
Wheelbase: 1180mm (46.5 in.)
Seat height: 760mm (29.9 in.)
Fuel capacity: 4 liter (1.1 gal.)
Dry weight: 82 kg (180.8 lb)

new skydrive125

noreply@blogger.com (sempoi46) — Wed, 05 Aug 2009 16:05:00 +0000

SPECIFICATIONS
Engine type	4-stroke, air-cooled, SOHC
Bore (mm)	53.5
Stroke (mm)	55.2
Piston displacement (cm³)	124
Compression ratio	9.6 : 1
Carburetor	MIKUNI BS 26
Starter system	Electric & kick starter
Lubrication system	Wet sump
Clutch	Dry Shoe, Automatic, Centrifugal Type
Drive system	V-belt drive
Front suspension	Telescopic, coil spring, oil-damped
Rear suspension	Swingarm type, coil spring, oil-damped
Front brake	Disc brake
Rear brake	Drum brake
Front tire size	70/90- 14 M/C 34P tube type
Rear tire size	80/90- 14 M/C 40P tube type
Ignition type	Electronics ignition (CDI)
Spark Plug	DENSO: U20FS-U, NGK: C6HSA
Battery	12V 12.6KC (3.5AH) / 10HR
Fuel tank	4.0 litres
Engine oil	Without filter change - 1,000ml With filter change - 1,100ml
Overall length	1,885 mm
Overall width	655 mm
Overall height	1,040 mm
Wheel base	1,265 mm
Kerb Weight	107 kg

noreply@blogger.com (sempoi46) — Wed, 05 Aug 2009 15:45:00 +0000

Malaysian youth centres help to keep children safe from HIV/AIDS

PROSTAR youth counsellor Along counsels Mat (left) through difficult times. Peer-to-peer education is being used in Malaysia to help young people avoid high-risk behaviour that may expose them to HIV.

PENDANG KEDAH, Malaysia, 22 November 2006 – Like most adolescents, Mat felt the need to belong to a group and wanted to experiment with high-risk behavior. At 17, he found himself joining an illegal motorbike racing gang in an attempt to fit in. “I thought I was so cool,” he recalled.

Malaysia’s motorbike gangs are commonly associated with risky activities such as crime, violence, drug abuse and unsafe sex. Because over 75 per cent of those living with HIV in Malaysia are between the ages of 20 and 39, HIV prevention among young people – including gang members – has become a top priority of the government and UNICEF.

An effective response has already begun in the State of Kedah, which reportedly has one of the country’s fastest growing HIV infection rates. In 2004, the Ministry of Health partnered with UNICEF to launch the state’s first PROSTAR youth centre. This two-year pilot project focuses on HIV/AIDS prevention through youth-friendly activities and peer-to-peer education.

“One of the most effective ways to deliver HIV prevention messages to youth is through youth,” said UNICEF Representative in Malaysia Gaye Phillips. “When a message is conveyed from one young person to another, it stays with the younger person longer – resulting in behaviour change, which is essential for HIVAIDS prevention.”

Making positive choices

Under the motto, ‘Action by Youth, for Youth and through Youth’, the PROSTAR youth centres not only offer peer-to-peer counselling but also provide leadership opportunities for young people.

For Mat, having a young person he could confide in during his difficult times helped him make a positive choice: to leave the gang.

“When I decided to change my life, I really needed someone to talk to, but I wanted to speak to someone my own age who wouldn’t judge me,” said Mat. He confided in Along, a 19-year-old supervisor at one of six youth centres in rural Kedah. Along suggested counselling with PROSTAR.

UNICEF-supported PROSTAR centres provide young people in rural Kedah, Malaysia with a safe space to hang out, play games and learn about HIV/AIDS.

“I felt so much more comfortable going to the centre because it was outside of school,” explained Mat. “I really didn’t want other people to see I had problems.”

But peer counselling is only part of the mission of the six PROSTAR centres. They also provide children and young people a safe space to hang out, play games, study and access information on HIV and AIDS. At one centre that has the only Internet café in the district, there are roughly 500 young people registered. The same centre offers counselling and anonymous HIV screening.

Community and royal support

Since HIVAIDS continues to be a culturally and religiously sensitive topic, the success of the PROSTAR youth centres rests heavily on community approval and support. Over the last two years, the Ministry of Health has made it a priority to enlist various religious and community leaders in supporting the objectives of the centres.

Adding influence to the programme is its affiliation with the state’s royal family. The first PROSTAR youth centre was launched in 2004 by Her Highness Dato’ Seri Tunku Puteri Intan Safinaz, the Princess of Kedah.

“I believe it is important for young people to come together and socialize in very healthy, positive ways,” she said. “Using sports and knowledge as a way of encouraging youth to come together is an effective way of discouraging them from participating in risky activity.”

Through the PROSTAR pilot project – which is reaching nearly 300,000 youths – UNICEF hopes to inspire similar initiatives in other communities.

“I almost wasted my life,” said Mat. “Now my whole life has changed. Through the counselling I received, I am now able to reach my full potential.”

cbf125 stunner

noreply@blogger.com (sempoi46) — Wed, 05 Aug 2009 14:58:00 +0000

The CBR 1000 inspired CBF Stunner is out. Here is our first impression

An 125cc which cranks out 11bhp of peak power at 8000rpm and 11Nm of peak torque at 6500 rpm powers the CBF stunner. This high performance engine is mated with a five speed transmission (1 down four up). According to Honda CBF Stunner reaches 60kmph from stand still in just 5.2 seconds

CBF Stunner comes with first of its kind feature in the 125cc segment – integrated front cowl,sporty split seats, wider tubeless tyre at the front and the rear for all variants and a sporty foot step holder.

The dimensions of the CBF Stunner are it length is 2012 width is 734 and it heighs 1113mm. The Ground clearance of the CBF stunner is 173mm. CBF Stunner weighs 129kg and comes with 10 litre fuel tank.

CBF stunner features telescopic front fork suspension at the front and 3 step spring loaded hydraulic shock absorber at the rear.

CBF stunner gets 240mm disc brake at the front and 130mm drum at the rear.

For the first time in 125cc segment a bike comes with tubeless tyres at the front and the rear. CBF stunner comes with 80/100 tubeless tyre at the front and 90/100 wider tubeless tyre at the rear. The 17″ alloy at the front and rear adds sporty character to the bike.

CBF Stunner will be avaiable in three variants – self disc alloy,self drum alloy and kick drum alloy. Self disc alloy and self drum alloy will be available in four colours sports red, pearl sports yellow,space silver metallic and black while kick drum will be available in two colours – sports red and black. CBF Stunner will hit the market in 3rd week of july.

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Malaysian youth centres help to keep children safe from HIV/AIDS

cbf125 stunner