Runners Block

Ducati Streetfighter a Hit with MCN

noreply@blogger.com (hadinetworks hadi) — Sat, 04 Jun 2011 09:36:00 +0000

I don’t think I’ve written about Italian motorbikes before. This is a little strange as I was a huge fan of motorbikes and I may not have ever made it to Italy if I’d actually gone and bought the Triumph Speed Triple I’d been eyeing up. I didn’t, so here I am in Milan.

Italy makes some great motorbikes, and made some lovely bikes in the past too. I once toyed with the idea of getting hold of a classic Laverda, but decided it might be a little too slow for me. I never really thought of getting hold of a Ducati – mainly because I did not have the cash.

For this former biker, Ducatis were the Ferraris of the bike world. Highly desirable, gorgeous to look at and unaffordable – a bit like a super model!

Oh well, at least I can lust after Ducatis but if I ever did get hold of one, I’d probably get myself into a spot of bother with Italy’s speed cameras (and cops) while trying to establish its top end – oops!

Anyway, those of you who are more restrained than I will probably like Ducati’s aggressive looking naked superbike the Streetfighter.

Later on, you’ll find a great excuse to come to Italy this summer – if you splash out on a Ducati Streetfighter.

A Ducati Street

Ducati’s Next Model: A Suitcase

noreply@blogger.com (hadinetworks hadi) — Fri, 03 Jun 2011 09:34:00 +0000

: Ducati Motor Holding SpA; Motorcycle maker Ducati joined luggage company Tumi to produce a line of sleek travel bags.

Italian motorcycle maker Ducati says it entered an agreement with luggage company Tumi to launch a line of sleek, lightweight, red travel bags and cases that bear a resemblance to Ducati’s motorcycles.

The bags are part of a continuing effort by Tumi and other luggage makers to make suitcases more fashionable and to associate them more with the joy of traveling instead of the drudgery of hauling heavy parcels. Ducati says the bags reflect both companies’ “shared passion for design excellence and technological innovation.”

The bike maker also say the bags are designed to attract attention and make a positive, adventurous fashion statement in their owners’ behalf.

“The partnership between Ducati and Tumi truly embodies the excellence, style, creativity and innovative design which characterize our two brands,” says Gabriele Del Torchio, president and chief executive of Ducati Motor Holding SpA.

The new Tumi Ducati collection rolls out this fall and includes three travel cases, two duffels, a backpack and a bandoleer-style bag. The bags will be will be available starting Oct. 1 at Tumi stores and specialty shops. They will also be sold at Ducati.com, the Ducati Caffe’, Ducati Bookshop and at the Rome airport. Next spring the collection will also be available in black.

Ducati Diavel unveiled at Classic Design Bar

noreply@blogger.com (hadinetworks hadi) — Thu, 02 Jun 2011 09:31:00 +0000

Ducati Diavel unveiled at Classic Design Bar

Bike (and classy design) fans, the long awaited release of the amazing Ducati 'Diavel' is over.

Tonight bike fans got to cosy up to a machine which will no doubt be the talk of the bike scene in Australia for months.

The ritzy Classic Design Bar at Sydney's Surry Hills was the venue for the upmarket-ish biker bash. Not a "bikie" in sight, and if there were any they were well disguised... they prefer Hog's anyway.

You want to know about the bike right? The blurb from the Ducati powers that be reads:

Even when disappearing in a split second, everyone will always be captivated. This is the magic of Diavel. The design sets new standards in beauty, innovation and sophistication, while outstanding agility and handling are encased within a muscular body which moves with 162 hp. Its astonishing power can be managed in three different Riding Modes and with the assurance of the Ducati Safety Pack (ABS + Ducati Traction Control). Ducati has created something truly magic.

So, what are you waiting for? Well, if speed is your thing, how about this... you can get from 0 to 100km/h in 2.4 seconds, and for under $25,000 brand new we are told (insurance not included), and on this beast of a luxury cruiser, you might want some.

The Diavel just happens to be the second cruiser motorcycle from Ducati, after the Indiana circa 1986–1990. The 2011 model year Diavel debuted in November 2010 at the EICMA motorcycle show in Milan, Italy. The engine is a returned version of the 1,198.4 cc (73.13 cu in) Testastretta from the 1198 superbike, now entitled the Testastretta 11° for its 11° valve overlap (reduced from 41°). If you've still reading you must either a bike or design freak.

A couple of entertainment industry types were spotted at the gathering, most preferring to let the bikes on display be the stars. We did however to get a word with Australian actor - director Tony Bonner who said of the new bike "I absolutely love it", and he didn't need too much convincing to hope aboard the machine for a photograph.

It was a fun, friendly and classy night and one befitting such a beautiful machine on two wheels.

If your in the market for a luxury cruiser bike which won't disappoint, you need to seriously consider the Diavel. If Knight Rider aka Michael Knight rode a bike we think that this might have been the one. Test ride it today to see what you think.

2011 Ducati Corse 1198 R Special Edition

noreply@blogger.com (hadinetworks hadi) — Wed, 01 Jun 2011 09:28:00 +0000

New Ducati 2011 Special Edition. NewMotorcycleInfo – in here will provide little information on prices and specifications of the New Ducati Special Edition / Ducati Corse 1198 R. New Ducati 2011 Special Edition is a product of the team of designers and engineers who have combined like Ducati MotoGP and World Superbike technology to create the best sportbikes in the world.

Ducati Corse 1198 R Superbike latest 2011 is the most advanced motors and twin cylinder motorcycles most powerful ever built. And here are pictures, prices, information, and specifications of 2011 Ducati Corse 1198 R Special Edition.

>>Prices and Specifications Ducati Corse 1198 R

Engine:
Engine Type	Longitudinal Twin
Cylinders	2
Engine Stroke	4-Stroke
Cooling	Liquid
Valves	8
Valves Per Cylinder	4
Valve Configuration	DOHC
Compression Ratio	12.8:1
Starter	Electric
Fuel Requirements	Premium
Fuel Type	Gas

Identification
Model Type	Sport
BASE MSRP(US)	$39,995.00
Dealers	Ducati Dealers
Warranty	24

Transmission:
Transmission Type	Manual
Number Of Speeds	6
Primary Drive (Rear Wheel)	Chain
Technical Specifications:
Wheelbase (in/mm)	56.3 / 1430
Fuel Capacity (gal/l)	4.8 / 18
Brakes:
Front Brake Type	Dual Hydraulic Disc
Rear Brake Type	Hydraulic Disc
Wheels & Tires:
Front Tire (Full Spec)	Pirelli® Diablo Supercorsa SC 120/70 ZR17
Rear Tire (Full Spec)	Pirelli® Diablo Supercorsa SC 190/55 ZR17

Ducati Design Contest: Have Yourself a Crowdsourced Little Christmas

noreply@blogger.com (hadinetworks hadi) — Tue, 31 May 2011 09:28:00 +0000

Holiday cards are a fun way for brands to communicate their essence, their social responsibility, their social media savvy.

The latter is what's driving Ducati, which is roaring onto the crowdsourcing bandwagon with a new contest for the design of its email Christmas card.

The Italian motorcycle brand will reward the lucky creator of the new design with a €1,000 (about $1,300) prize. Other winners will have their work displayed on Ducati’s website and other online media.

Hosting the contest, which runs through Dec. 9, is shicon.com, which urges contest participants to “Keep it simple. Keep it sober. Keep it branded,” and to follow Ducati’s corporate image and brand values. Contestants may use any image from the Ducati website in their designs.

With the mantra "Keep it simple. Keep it sober. Keep it branded," participants are also given several no-nos: Strong religious references, depictions of cold and snowy weather (You mean it’s not snowy everywhere in December?), dangerous behavior “like wheelie, speed, inadequate clothing” and references to famous people: “absolutely no Valentino Rossi.” Got that? No. Valentino. Rossi.

While contests for corporate designs are nothing new, online media make entering such a contest highly accessible and also allows for more interactive participation. In this contest, for example, Ducati fans can check out the design submissions and vote on their favorites. The final winner, however, will be determined by Ducati judges.

2011 Suzuki GSX-R750 First Ride

noreply@blogger.com (hadinetworks hadi) — Sat, 28 May 2011 08:08:00 +0000

A decade ago, before liter-class sportbikes became vogue, 750s were the original Superbikes. Despite being on the verge of extinction (Suzuki is the only brand to still offer this class) there is still a need for a motorcycle that bridges the gap between the peaky, high-revving engine performance of a 600 and the front wheel in the sky bottom-end punch of a 1000. This is exactly where the new and improved 2011 Suzuki GSX-R750 is positioned. In this review we assess its racetrack capabilities from Barber Motorsports Park. Looking for more technical information? Browse through the 2011 Suzuki GSX-R600 and GSX-R750 First Look feature.

Glance at the spec chart and it’s apparent that the 750 has more in common with its little brother (see 2011 Suzuki GSX-R600 First Ride) rather than the flagship GSX-R1000. Nearly every single part with exception of a few engine internals is identical to the Gixxer 600. The seat continues to be low (31.9 in.) which makes it more accommodating for almost every rider. Physically it doesn’t feel any larger with the same narrow fuel tank and short reach to the handlebars. Wheelbase is a hair longer and the curb weight with the 4.5-gallon fuel tank topped off registers at 419 pounds—seven pounds more than the 600.

The seating position is classic GSX-R in the fact that it feels like you sit inside the motorcycle rather than atop it. Layout of the controls continues to be proportioned well offering a happy medium between hardcore track and relaxed street ergos. We liked the more open handlebar sweep which not only gives the rider a bit more room when tucked behind the tall and well-shaped windscreen but more steering leverage during turn-in as well. The position of the footpegs continues to be adjustable based on rider preference. We ran it in the high position which boosts ground clearance during cornering without excessively compromising rider comfort.

(Center) In addition to the updated frame and engine, the GSX-R750 uses a Showa big-piston fork and Brembo monobloc brake calipers (an industry first for a production Japanese motorcycle).

Whether you’re rolling out of the pits or tossing it through a series of quick turns it’s nearly impossible to feel the added weight of the 750. It steers with a minimal amount of control input and transitions in-and-out of corners with a trustworthy sense of feel, never turning more or less than what the rider desires. Even in corners with the engine spinning in excess of 9000 rpm it was difficult to feel the added reciprocating mass of the engine which made us wonder why anyone would want a 600 when they could have this 750 for only $400 more. High speed stability was also above average with the front end tracking straight even over bumpy pavement on the gas.

The calibration of the suspension was balanced though it felt slightly firmer than the 600 which will be preferable for faster riders and appreciated by heavier riders. The addition of the Showa Big Piston Fork does a better job of controlling the pitch of the front of the bike during braking. It also felt like it delivered more road feel at corner apex. Speaking of braking, the addition of the Brembo monoblocs front brake calipers is a tremendous improvement with it delivering a high amount of fade-free stopping power as well as feel. Perhaps the best part though is that the brakes now deliver a perfectly consistent feel regardless if you’re on Lap 1 or 20 minutes into a riding session.

(Top) The ’11 GSX-R750 gets new instrumentation similar in design to the GSX-R1000. (Center Top) An updated exhaust is four pounds lighter than its predecessor. (Center Bottom) An updated Showa rear shock and linkage graces the rear end of the motorcycle. (Below) As usual, the slipper clutch in the GSX-R750 offers near perfect calibration during corner entry.

The back end of the bike also worked great with the shock loading the rear tire smoothly when throttle was applied which helped achieve tremendous drives during corner exit. It was absurd how well the Gixxer drove off turns with the triple-compound rear Bridgestone BT-016 tire (purchase the Bridgestone Battlax BT-016 Front Tire and Bridgestone Battlax BT-016 Rear Tire at Motorcycle-Superstore.com) adhering to the road and resisting the urge to spin even under the extra load of the 750’s engine. Then again, the asphalt at Barber is some of the most grippy we’ve ever ridden on so that may have had something to do with it as well.

In terms of engine performance the 750 offers a significant improvement in power output at all rpm. However the biggest difference can be noticed in the mid- and top-end portions of the tachometer. Just off idle the engine delivers immediate power that’s just friendly enough that it won’t intimidate a newer rider. Power comes on smooth with no sudden spikes in acceleration. Throttle response and the engine’s fuel-injection calibration is some of the best we’ve ever experienced.

As the engine gains momentum it spools fast—more along the lines of a 600 than a 1000. By this point the induction howl from beneath the fuel tank is growing louder before transitioning to a high pitch whine as the tach needle closes in on the 14,000-plus rpm redline. Mid-range is considerably stronger than the 600 which allows the rider to short shift and use the torque of the engine through certain segments of the track. Top-end also felt more robust and over-rev is fantastic thereby giving the rider some leeway when deciding whether to up shift or hold the gear for a few more moments. Instrumentation is identical to the 600 and is very easy to read at a glance. We especially like the brighter four-stage shift light.

In terms of the drivetrain the six-speed transmission functioned perfectly offering a short shift lever throw and positive engagement feel with zero missed shifts. The mechanical slipper clutch also continues to offer near perfect performance delivering just the right amount of engine braking and freewheeling effect during corner entry. Clutch lever pull is light and delivers an elevated level of feel.

Perhaps the most remarkable feature of the new 750 is its price. With an MSRP of $11,999 it’s only $400 more than the GSXR-600 and most importantly—$1600 less than the ’11 GSX-R1000 ($13,599). While we enjoyed the performance of the 600, for an extra few hundred dollars it would be silly not to dish out the extra cash for the 750. With its increased power output that doesn’t comprise its handling agility, Suzuki is yet again offers riders perhaps the industry’s most well-rounded Superbike.

2011 Suzuki GSX-R750 Specs

Engine: Liquid-cooled 750cc Inline-Four, 16-valves
Bore and Stroke: 70.0 x 48.7mm
Compression Ratio: 12.5:1
Fuel Delivery: Fuel-injection
Clutch: Wet multi-plate slipper clutch; Cable actuation
Transmission: Six-speed
Final Drive: Chain 16F/43R
Frame: Twin-spar aluminum
Front Suspension: 43mm inverted Showa BPF; 3-way adjustable for spring preload, compression and rebound damping; 4.7 in. travel
Rear Suspension: Showa gas-charged shock; 4-way adjustable for spring preload, high/low-speed compression and rebound damping; 4.9 in. travel
Front Brakes: 300mm discs with radial-mount Brembo monobloc four-piston calipers
Rear Brake: 220mm disc with single-piston caliper
Tires: Bridgestone BT-016; 120/70R17, 180/55R17
Curb Weight: 419 lbs.
Wheelbase: 54.7 in.
Seat Height: 31.9 in.
Fuel Capacity: 4.5 gallon
MSRP: $11,999
Colors: Black/Silver; Blue/White
Warranty: 12-month, unlimted mileage

2011 Suzuki GSX-R600 First Ride

When it comes to motorcycling Suzuki’s GSX-R line is synonymous with performance. Since 1985, over 360,000 Gixxers have been sold making it one of the most popular sportbike brands. This year the GSX-R pedigree continues its advancement with the release of the 2011 Suzuki GSX-R600...

Suzuki Sportbike Dealer Locator

Suzuki GSXR SuperBikes

noreply@blogger.com (hadinetworks hadi) — Fri, 27 May 2011 08:03:00 +0000

SUZUKI-GSX-R-750-superbike

Suzuki GSX R1000 AmericanSuperbike

suzuki GSX-R 600superbike

suzuki GSX-R 1000 superbike

suzuki-gsx-r-1000-k9

K6-K7GSXR-600

suzuki GSX-R 600superbike

suzuki-gsxr-750-pepsi

Suzuki GSXR Superbike

2011 Suzuki GSX-R750 Review

noreply@blogger.com (hadinetworks hadi) — Thu, 26 May 2011 07:57:00 +0000

Still crazy good after all these years

Does a middleweight sportbike powered by a carbureted, air/oil-cooled engine with a claimed 106 crank horsepower spinning a slim 140 x 70/18 rear tire sound exciting? If it was 1985, and the above mystery bike’s color scheme is blue and white, then it was the Suzuki GSX-R750 that would’ve had you geeked.

A Gixxer 750 with 106 ponies. How times have changed.

The GSX-R750 – arguably the bike that started the replica racer revolution – marked its 25th anniversary in 2010. Oddly, Suzuki decided to celebrate the noteworthy birthday last year by creating a limited edition GSX-R1000, designated by little more than special paint and “25th Anniversary Edition” on the mufflers and wheel rim striping.

For us in the States, 1986 was the first time we could zip down the road on a Gixxer, so this year is something of an unofficial 25th anniversary for the 750 in America. Thankfully, we at least have an upgraded and lighter weight GSX-R750 in 2011 to celebrate with – even if we’re the only ones partying.

2011 Suzuki GSX-R750. Most changes and upgrades to the new Gixxer 750 are found in its chassis. Although the middleweight GSX-R’s engine didn’t receive sweeping updates, it’s still as enjoyable as ever thanks to a strong midrange and powerful top-end.

The 2011 GSX-R750: The Sixxer’s Burlier Twin Brother

Suzuki revised the 750 and 600 at the same time, with the 750 getting virtually all the goodies with which the 600 was endowed. Full details on the Gixxer’s 2011 changes can be seen in our preview article.

The bigger Gixxer’s engine, like the 600’s, now has pentagonal ventilation holes to help reduce power losses from crankcase pressure. Additional shared updates include revised cam profiles, hardened connecting rods, improved crank pin bearing and new starter motor. Otherwise, the 750’s engine is mostly the same as the previous model.

Like any Gixxer, the 750 is at home on a racetrack, and its generous midrange torque is an asset for everyday use on the street.

Visually, it’s difficult to discern between a 600 and 750.

Key but subtle indicators you’re looking at a GSX-R750 are black wheels (white on the 600), slightly less busy decal scheme on the Blue/White color, and the number 750 on the tail section. Beyond that, good luck picking out a 750 in a crowd of GSX-R600s.

It’s been a few years since I last rode a GSX-R750, but blitzing through the first lap on the Barber Motorsports Park road course, the bigger Gixxer’s extra displacement made it clear I was no longer on the 600. With a claimed 148 hp and 20 fewer pounds to hustle around this year, the 750’s meaty mid-range is especially appreciable when digging out of slower-speed corners.

In the GSX-R600 review I said the supersport’s newfound mid-range torque allows a rider to sometimes run one gear higher than he or she might normally when exiting turns. The 750’s extra grunt leaves little question as to whether or not it can pull the higher gear on corner exit.

Like the GSX-R600, the 750 also received a new instrument package courtesy of the GSX-R1000. The GSX-R750 hits redline approximately 1,000 rpm sooner than the 600, but the 750 boasts an additional 25 horsepower. Bonus!

Lots of folks subscribe to the mantra that there’s no replacement for displacement. While there’s some credence to that philosophy, the Gixxer 750 does have something of a hidden liability within its engine – especially notable when ridden back-to-back against the GSX-R600. Although the 750’s curb weight is a scant 7.0 pounds more than the 600’s 412-pound ready-to-ride weight, the 750’s few extra pounds are found mostly in its engine, according to Suzuki staff.

“Big whoop,” you say, “who could tell the difference?”

You’re right. You probably couldn’t sense the narrow gap in wet weights – except when the 750’s mill is revving and spinning. Through the magic of physics the 750’s unfortunate but nevertheless necessary extra pounds are noticeably magnified, as they’re not static pounds, but instead are manifest as rotating mass of the crank.

Along with the 750’s additional rotating weight that compels it to keep moving forward in a straight line, its BPF (Big Piston Fork) also has firmer compression damping settings than what the 600’s BPF uses. This heavier, firmer, combination means the 750 doesn’t necessarily flick in to turns with the same feathery steering compliance found in the GSX-R600.

The 750’s handling, despite the heavier steering effort, is still a strong weapon in this bike’s arsenal. Overall chassis stability and suspension feedback on the 750 are also are quite good, just as on the 600.

An alternate to the traditional Suzuki GSX-R Blue and White is this all-black color scheme. The 750 received the same external updates the GSX-R600 was graced with, including lighter bodywork, lighter weight stacked headlamp, Showa Big Piston Fork and Brembo radial-mount monobloc calipers.

Suzuki’s rider-selectable engine mapping (S-DMS) is also updated on the 750, now consisting of just A and B modes. Just as Suzuki widened the gap in power between the two settings on the supersport 600, with B mode a tick softer than C mode in the previous S-DMS, the same principle was applied to the 2011 750.

However, the new 750’s power delivery in B mode is considerably softer than what C mode delivered on the previous model according to power graph overlays provided by Suzuki. Regardless, the new 750’s B mode is likely still more powerful, if even by a few horsepower, when compared to 600’s full power setting.

Conclusion

The 750cc supersport class is held captive by the Gixxer, as no other manufacturer produces a sporting, race-derived machine with an inline-Four in this displacement. The Gixxer 750 remains a lonely king.

Now that I’ve ridden both the 600 and 750 ‘round the racetrack, the 600 better suits my tastes for track time – primarily for its lighter-effort steering.

While the GSX-R750 remains in a class of its own, and without a premiere race series in which to compete, Suzuki continues to keep the Gixxer 750 up-to-date. Among modern sportbikes, this motorcycle represents one of heck of a value.

However, for the rider that desires a top-performing sportbike for everyday street use, with the occasional trackday here and there, the extra horsepower and mid-range pulling power the 750 offers are enticing.

And when you consider the 2011 GSX-R750’s MSRP of $11,999 is only $400 more than the GSX-R600’s price tag, the bigger Gixxer is a compelling package for anyone enraptured with the idea of owning the best inline-Four middleweight sportbike around.

2011 Suzuki GSX-R750 Sport

noreply@blogger.com (hadinetworks hadi) — Wed, 25 May 2011 07:55:00 +0000

2011 Suzuki GSX-R750 has a seating position that classic GSX-R in the fact that it feels like you’re sitting on a motorcycle than on it. The layout of the control continues to be proportional to either offer a happy medium between hardcore music and relaxed ergos road. We liked the open-swept handlebar more that not only gives the rider a little more space while tucked behind the glass front wheel high leverage and well-shaped but more during the turn-ins as well. Footpegs position continues to be adjusted based on rider preference. We ran in the high position which increases ground clearance when cornering without unduly compromising rider comfort.

In a decade ago, before it became popular liter-class sportbikes, 750s are the original Superbikes. Despite being on the verge of extinction (Suzuki is the only brand to still offer this class) is still required motorcycle bridge the gap between performance, pale high revving engine 600 and the front wheel in the sky, bottom-end punch of 1000. This is a new and better 2011 Suzuki GSX-R750 is positioned. In this study we assessed the racetrack with the ability to Barber Motorsports Park. Looking for more technical information? Browse through the 2011 Suzuki GSX-R600 and GSX-R750 First Look feature.

Summary of specifications, it is clear that the 750 has more in common with his brother (see 2011 Suzuki GSX-R600 First Ride) than ship GSX-R1000. Almost every single part with the exception of some internal engine is identical to the Gixxer 600. Chair continues to be low (31.9 inches) which makes it more accommodating for almost any rider. Physically it does not feel great with the same fuel tank that is narrow and short reach to the handlebars.

Here is the specification detail for 2011 Suzuki GSX-R750

Engine: Liquid-cooled inline-Four, 750cc 16-valve
Diameter and Stroke: 70.0 x 48.7mm
Compression ratio: 12.5:1
Fuel Delivery: Fuel Injection
Clutch: wet multi-plate clutch shoes; actuation cable
Transmission: Six-speed
Brakes Front: 300mm discs with radial mounted Brembo four piston monobloc calipers
Brakes Rear: 220mm disc with single piston caliper
Tires: Bridgestone BT-016, 120/70R17, 180/55R17
Curb Weight: 419 lbs.
Final Drive: Chain 16F/43R
Frame: Twin-aluminum pole
Suspension Front: 43mm inverted Showa BPF, 3-way adjustable for spring preload, compression and rebound damping, 4.7 in. travel
Rear Suspension: Showa shock gas is charged, 4-way adjustable for spring preload, high / low speed compression and rebound damping, 4.9 in. of travel.

Suzuki Gsx R 750 2011

noreply@blogger.com (hadinetworks hadi) — Tue, 24 May 2011 07:54:00 +0000

Description:

Suzuki Gsx R 750, Impressive performance, exceptional handling and remarkable modern sport-styling prove the all-new redesigned 2011 GSX-R750is a class-leading sport bike worthy of its race-winning GSX-R heritage.Does a middleweight sportbike powered by a carbureted, air/oil-cooled engine with a claimed 106 crank horsepower spinning a slim 140 x 70/18 rear tire sound exciting? If it was 1985, and the above mystery bike’s color scheme is blue and white, then it was the Suzuki GSX-R750 that would’ve had you geeked.A Gixxer 750 with 106 ponies. How times have changed.

MECHANICAL FEATURES
Engine Type: 4 cylinder, 4 stroke
Displacement: 749 cc
Rrefrigeración: Liquid
Bore x Stroke: 70.0 mm x 48.7 mm
Distribution: DOHC 16-valve, side chain
On: CDI digital electronic
Compression ratio : 12,5:1
Maximum Power: 150 hp / 13,200 rpm
Maximum Torque: 8.8 kgm / 11,200 rpm
Food: Electronic injection
Starting System: Electrical
Transmission System: By chain
Gearbox: 6-speed constant takes
Clutch: Multi-disc oil bath

STRUCTURE OF THE BIKE
Chassis: Twin spar aluminum
Tilt: Aluminum double wishbone
Guidelines: 24 º
Advance: 98 mm
Front Suspension: Inverted telescopic, coil spring, oil damping, adjustable preload, compression and rebound
Bar diameter: 41 mm
Travel: 120 mm
Rear Suspension: For links, coil spring, oil damping, adjustable preload, high and low speed
Travel: 130 mm
Front brake: Radial-mount, 310 mm double disc, 4-piston caliper
Rear brake: Single 220 mm disc, 2 piston caliper
Front Tire: 120/70ZR-17 M / C 58W
Rear tire: 180/55ZR-17 M / C 73W,
GENERAL
Total length: 2.040 mm
Overall Width: 715 mm
Overall height: 1,125 mm
Wheelbase: 1,400 mm
Seat height : 810 mm
Empty weight: 165 Kg
Tank Capacity: 17.0 Liters

KTM Duke 200CC Bike to Be Launched Soon in India

noreply@blogger.com (hadinetworks hadi) — Sat, 21 May 2011 09:53:00 +0000

Bajaj KTM two wheelers manufacturing unit has taken a fruitful plan to satisfy Indian teenage community by offering absolutely eco-friendly and energy efficient bikes under the title of KTM Duke 200 variant. This modern bike is lightweight with specially decorated frame. The whole infrastructure of KTM Duke 200 bike is durable and cost effective.

In an interview, the company’s CEO has given full assurance about the upcoming release of bikes which will be properly tuned and upgraded. The fact is that Indian market is neither hot nor cool. That’s why Bajaj KTM is planning to gift first package of KTM Duke 200 bikes in place of KTM Duke 125or 250 cc models these two wheelers have not earned popularity in Indian market. Indian upscale society prefers the KTM Duke 200cc bikes which are easy to operate. However, on the other hand, the company’s official spokesperson has already declared the future vision of the management which has already brought few growth oriented car upgradation programs under media spotlight.

On being asked about the technical specifications of this KTM Duke 200 cc bikes, experts have told reporters that this time the company has highlighted the aesthetic part of KTM Duke 200 variant which must look more glamorous and elegant. The two wheelbases will be properly wrapped with thick rubber tire bands. The spokes and rims of wheelbases of the KTM Duke 200 cc bikes have been properly fixed to the axle bars. The kickstands of the bike will ensure stability of the bike in more organized way. Drive-train is functional and the vehicle is perfect for nocturnal riding. KTM Duke 200 bikes are also equipped with automatic transmission, combustion tools, struts, suspension dampers for checking road friction along with properly upgraded clutching accessories. The adjustable seats of the KTM Duke 200cc bikes provide maximum comfort to the riders. This bike is resistant to carbon and other black fume. It doesn’t release carbon, lethal gasoline products and contaminants.

Riding the KTM 125 Duke in Japan

noreply@blogger.com (hadinetworks hadi) — Fri, 20 May 2011 09:51:00 +0000

The KTM 125 Duke sets out to best dominant Japanese rivals at their own game — affordable, appealing, exciting, small-capacity motorcycles. But, unlike traditional little bike competitors, the Duke is built in India by an Austrian company and was designed for markets outside Asia. Does it have what it needs to keep up with heavy traffic outside Tokyo and lap the Sodogaura Forest Raceway?

Unique Muffler and Catalytic Converter Design of KTM Duke 125

noreply@blogger.com (hadinetworks hadi) — Thu, 19 May 2011 09:48:00 +0000

Hello all, KTM Duke 125, Supermotard that produced by KTM in India Bajaj Plant has an unique design Muffler and Catalytic Converter . Okey… the length of the exhaust gas output manifold to the muffler is located below the quasi-breaker back seemed quite short, but amid the middle there is a ‘muffler box’ that was allegedly a catalytic converter system, like whether this sketch exhaust system? check this out the following picture

…

From the image above looks after the exit of the manifold, exhaust neck bend on the left side of the engine cylinder block and into a ‘tube’ that was allegedly catalytic converter system and ending at the Muffler is located at the bottom of bike. Like the design of Yamaha Byson’s catalytic converters is also bubbling just below the engine. Design of catalytic converter Duke 125, In my humble opinion, one of the goal to make the central weight to the middle and make bike became more stable, correct me if I’m wrong

…

From the picture above shows there is also such a path ‘by pass’ from the neck into the exhaust before the catalytic converter related to the Fuel Injection Parts. It’s been singled out as the O2 sensor path Which was unusual in the bike pinned injection to monitor whether Exhaust has reached a healthy level. .. Yup, these motors sold in the majority of European countries are relatively tight embrace Exhaust emission regulation. . .

New KTM Duke 690 spied

noreply@blogger.com (hadinetworks hadi) — Wed, 18 May 2011 09:47:00 +0000

This prototype is the new 70bhp KTM Duke 690. It was spotted being filled up with fuel yards from the KTM factory in Mattighofen, Austria, by an eagle-eyed Austrian KTM owner who took pictures and video on his mobile phone.

The bike is clearly a prototype machine and was in fairly shabby, test-hack shape with matt black paint, mis-matched wheels and an Austrian numberplate reserved for test and development bikes.

It's clear this is an almost completely new bike and follows the recently launched KTM Duke 125 which MCN rode two weeks ago.

KTM 125 Duke

noreply@blogger.com (hadinetworks hadi) — Tue, 17 May 2011 09:38:00 +0000

KTM means Duke with the 125 really seriously. The smallest Duke is anything but a compromise to attract the youth or the beginner. It is rather an adult and independent bike which are must – afraid not ahead of the competition, rather the contrary.

What is really a. The Duke makes impression visually correctly. Space frame, white power suspension, and the typical KTM optics make neatly from what. The 150er rear tyres rest helps. After all, 1200 GS on a 150er through the rolls also a R. The driver before a somewhat ambivalent position. The upper body is quite upright and relaxed. The footpegs are however quite high and mounted slightly too far back. That results in a slightly pointed knee angle, but also at the same time gives some dynamics of the seating position. Also the low unladen weight 125 kg contributes to this. The competition is because more pounds on the scale: Honda CBR125R 137 kg, Yamaha YZF-125R again a kilo. The KTM is priced 3.995 euro. For the facilities that is more than fine.

A water-cooled 125cc single cylinder four-stroke engine takes over the drive. It produces 15 HP at 10,500 rpm. To get fast forward, the speed should not fall 6,000 revolutions. Including the engine is running while around and without vices, but contents more leisurely. Slow ride through villages you can roll so confidently then with low speed. The single cylinder runs largely free from vibrations and does much to the delight of the driver. At very high speeds, then calls the (adjustable) shift light for switching. The transmission is not always a reason to celebrate. Occasionally, the circuit hooks something, especially between 1st and 2nd gear.

A such adult look given course expectations. And you will not be disappointed. The KTM drives simply only class. The small drives for a 125cc KTM 125 Duke super handlich without this nervous. No matter close bends or curves long, the KTM 125 Duke bravely and stable takes its course. Provided that the driver holds the load in motion. Whoever loses this before the bend, must build again painfully this. So with the right speed in and best light train, then take the momentum from the curve out. The one or the other time the shift light flashes an then wild, but then it is progressing quickly after the switching operation. The brakes are loose up the performance. Delay and metering are exemplary, be good for the beginner as well as for experienced.

As it were the perfect gateway drug in the KTM world. The KTM 125 Duke provides not only much motorcycle for a 125cc, it offers a lot of KTM. Best conditions to educate so even the beginners to loyal brand enthusiasts. Given that the accessories programme holds a lot of customising.

The New Ducati Monster 1100 EVO Is A Motorcyclist’s Dream Come True

noreply@blogger.com (hadinetworks hadi) — Sat, 14 May 2011 11:49:00 +0000

When it comes to bikes, it rarely gets bigger than this. The Ducati Monster is a bike that boasts of even the likes of Brad Pitt among its high-profile clientele. So the launch of a newer, more improved version is sure to create buzz. The latest in this line is the Ducati Monster 1100 Evo, a bike that recently had its global launch in Catania, Sicily in Italy.

The Ducati Monster 1100 is one of the biggest naked roadsters from the motorcycle giant. And now, it is better looking, thanks to the EVO trimmings. This beauty on wheels comes with Brembo brakes with ABS and Ducati Traction Control (something that the company is calling the Safety Pack). It also has Ducati Data Acquisition and is the upgrade on the regular and S models.

The earlier Monster 1100 had twin exhausts below the seat. The new version has these mounted on the side. The new Ducati Monster 1100 EVO boasts of a 100hp L-Twin engine, the most powerful air-cooled two-valve engine ever from Ducati. Compared to earlier models, this baby has a 5hp boost in peak power.

The new Marzocchi fork in front is fully adjustable and coupled with a Sachs monoshock at the back. The latter has an adjustable preload and rebound. Armed with a great chassis, this is the kind of bike that motorcycle fanatics can’t help drooling over. It runs beautifully on rugged terrain, making it a great choice for motorcycle trips. Available in black or red, this high-end motorcycle costs a cool $12,000.

DUCATI MONSTER

noreply@blogger.com (hadinetworks hadi) — Fri, 13 May 2011 11:46:00 +0000

DUCATI MONSTER: The elemental Ducati Monster 1100 EVO was first showcased on the 2010 EICMA display. The naked, travel bicycle from Ducati has received and lift which the Italian bicycle compliments names the 1100 EVO. Essentially, the fainter, some-more coercive book of the conjectured delight the summer-season challenge as ne’er prior to upon the regress of the Ducati Monster 1100 Evo ($ 12000). The freshest book of Ducati’s naked line, the Ducati Monster Forum: talk about apiece Ducati Monster motorcycles both elemental as fine as old, tie now!

If you letter game, the Ducati Monster will be the quadrupedal to tame. Its singular heck of the bike which acquires apiece the given with-no track any.

DUCATI MONSTER

The headlight administration screams the menace, emphatically cognate to which of the boxer primed to catch it up on the Roman Ducati hobgoblin 696 ducati could importune they thirty-nine ve demoed their freshest reproduction middleweight hobgoblin with the 696 not across as good as upon top of the years ago although there have been always bases. 2009 Ducati Monster 1100 followup, motorcyclecom go over, Ducati’s elemental 2011 assist of the cultishly significant Monster tubercle is the 796-slipping the 803cc Monster in in between the inbred 696 as fine as 1100 loopings.

1st Ride: Ducati Monster 1100 Evo

Attain Ducati Monster 696 particulars; propagandize specs as fine as exam the bicycle configurator. Pillions get magnetic heart handles virtually of the dust like particularization upon the elemental Monster 1100 Evo is beautiful, scold downbound to the Ducati logos printed in small brand upon the cables, the ethereal telegraph conducts as fine as the elegance of the impurity castings as fine as countless red makeup Last week was the European start for the 2012 Ducati Monster 1100EVO, what Ducati is function the detail Monster (we disagree). U.S.A. Monster fans would order to domiciliation till on tiny May. For the afoot über Monster to arrive stateside. .

Ducati North America to Kick-Off 2011 Monster Challenge Customization Competition

noreply@blogger.com (hadinetworks hadi) — Fri, 13 May 2011 10:41:00 +0000

Cupertino, Calif. (May 6, 2011) – Ducati North America is set to launch the 2011 Monster Challenge customization competition to identify the most creative Ducati riders in the nation. All 2008 and later new-generation Ducati Monster owners are encouraged to enter for a chance to win the grand prize — a weeklong trip for two to the Ducati factory in Bologna, Italy including travel, accommodations, a Ducati factory experience, loan of a motorcycle and more.

Interested Monster owners can enter in the amateur or professional category at www.ducaticommunity.com, from May 11 to July 15, 2011. The competition will take place in two stages; first, contestants will submit entries online to be voted on by members of the Ducati Community through July 31, 2011. The two contestants from each category with the highest votes will win an exclusive Ducati MotoGP experience at the 2011 Red Bull Indianapolis Grand Prix, hosted by Ducati. The four custom Monsters will be on display on Ducati Island at the Grand Prix where attendees will then vote to select the grand prize winners of the trip to Italy.

“The Monster is Ducati’s best-selling line of motorcycles and with thousands of Ducati Monster owners across the nation, the competition is sure to be impressive,” said Ducati North America’s General Manager Dominique Cheraki. “As the most iconic ‘naked’ motorcycle of all time, Monster owners in the U.S. have particularly taken to personalizing these bikes which is already evident on our new Ducati Community social media site. We are looking forward to seeing the variety of personalization and talent that is revealed by this competition.”

2012 Ducati Monster 1100 Evo launched

noreply@blogger.com (hadinetworks hadi) — Wed, 11 May 2011 11:41:00 +0000

The new Ducati Monster 1100 Evo - a bit more of everything...

Ducati have launched the newest, baddest ogre in the family – the 2012 Monster 1100 Evo, which is fitted with a 100bhp, 103Nm version of Ducati’s 1100cc air-cooled ‘Desmodue Evoluzione’ V-twin. New bits include a lighter, less restrictive exhaust system, 43mm Marzocchi front fork (fully adjustable), rising-rate Sachs monoshock and revised styling for the tail section. Ducati also claim that the 1100 Evo benefits from improved ergonomics and that the new ABS brakes and four-level traction control system (DTC) make the bike safer than ever before.
With a dry weight of 169 kilos and its 100-horsepower, two-valves-per-cylinder V-twin engine, the Monster 1100 Evo may not be hardest-edged streetfighter in the world, but it’s definitely a very good-looking, high-tech piece of kit that scores extra points for style. The Brembo-Bosch ABS system is one of the best in the world and four-level traction control provides an extra margin of safety for most riders.
Pricing and availability details for the 2012 Ducati Monster 1100 Evo coming soon.

2011 Ducati Monster 1100 EVO Review

noreply@blogger.com (hadinetworks hadi) — Tue, 10 May 2011 11:38:00 +0000

More power, standard ABS and traction control with no price increase

The Monster 1100 is the latest bike in Ducati's lineup to receive the EVO (Evoluzione Desmodue) up-spec treatment. With 246,483 Monsters sold since the model line’s 1993 debut, creating a model like the 1100 EVO seems a good way to kick off the 18th year of Monster production.

The big-bore naked Italian roadster has been a favorite of the staff here since it first appeared in 2009 as a replacement for the Monster S2R. The strong pulling power of the comparatively simple air-cooled two-valve engine and the overall excellent handling performance from the chassis are key qualities we’re particularly fond of in the biggest of the Monsters.

Now with a revised engine, new exhaust, tweaks to ergos, reduced weight and the addition DTC (Ducati Traction Control) and ABS as standard, there's even more to like about the biggest of the Monsters.

2011 Monster 1100 EVO. The Monster 1100 receives ABS, traction control, lighter wheels and an extra 5 hp as part of the EVO upgrade. And it doesn’t cost a penny more than the 2010 base model Monster 1100.

Monster EVOlution

Where do you start to improve a motorcycle without re-engineering it to the point of losing the original bike in the process? In Ducati's estimation, a useful enhancement to the engine is step one.

Changes to the air-cooled L-Twin include revised cylinder heads with reworked intake ports, inlet valves gaining 5% more lift, and exhaust valve lift increased by 4%. Top-end oiling is improved for better cylinder head cooling, and revised piston shape bumps compression to 11.3:1 from 10.7:1 on the previous Monster. Keeping the pistons spinning is a new, lighter-weight flywheel designed similarly to the flywheel in Ducati’s supersport 848.

An all-new 2-1-2 exhaust migrated from under the Monster’s saddle to the right side of the bike. Although the new exhaust bears more than a passing resemblance to the Diavel’s exhaust, according to Monster 1100 EVO Project Engineer Giuseppe Caprara, the systems are not the same.

What the Monster EVO does share with the Diavel is its “race-like” slipper clutch, which incidentally is not the same as the APTC slipper clutch in the Monster 696, 796 and Hypermotard 796.

Caprara also confirmed to me that it’s chiefly the reworked cylinder head that gives the Monster 1100 EVO a 5-hp gain over the previous model’s 95 hp at 7500 rpm (76 ft-lbs at 6000 rpm remains unchanged from the 2010 Monster 1100).

Considering we live in a world where literbikes make 200 hp at the crank, speed junkies may not get excited by a modest gain of 5 ponies. But what is noteworthy is that this new 100-hp figure allows the Monster 1100 EVO to lay claim to possessing the strongest Desmodue engine Ducati has ever created.

Not bad for applying a few strokes of the computer mouse to an oldie-but-a-goodie air-cooled Twin.

An inverted, fully adjustable 43mm Marzocchi fork replaces the Showa sticks on the ’10 Monster 1100, and a Sachs shock with spring preload and rebound damping adjustments keeps the back-end in check. New, lighter-weight 10-spoke wheels wear updated Diablo Rosso II tires. Pirelli Testing Manager Salvo Pennisi explained the Rosso front tire has improved grip for wet weather riding, while the redesigned dual-compound rear tire has improved braking performance, better grip at maximum lean and is longer wearing.

Without the previous model’s undertail exhaust system to contend with, Ducati gave the new 1100’s tailsection a cleaner appearance, and also gave passenger and rider footpegs separate mounts where the previous 1100 employed a single, large cast piece to which both peg sets were connected. And in the interest of improved rider comfort the 2011 model’s handlebar risers are 20mm higher than last year. A 31.9-inch seat height is the same as last year.

The Monster 1100 EVO has a rock-solid chassis that enables a rider to take full advantage of the bike’s 48-degree lean angle.

Lastly, the Monster 1100 EVO gets what Ducati calls the Safety Pack.

Standard issue for this Monster is ABS and Ducati Traction Control (DTC). This is the first Monster model to receive DTC. The DTC is somewhat tailored for this bike since there are four rider-selectable traction control levels rather than eight levels on other Ducati models equipped with TC. The fewer levels were simply a matter of tuning the TC to suit the Monster’s 100 hp engine, whereas the extra TC levels make more sense on the 150-ish horsepower 1198. The Ducati Data Analyzer (DDA) – you might utilize this feature to analyze lap times at the racetrack – is also available.

The Monster 1100 EVO has a claimed weight of 373 pounds, compared to the 377 pounds on the ABS-equipped 2010 Monster 1100 and 374 pounds on the Monster 1100S.

Monster impressions

Surface streets in the municipality of San Giovanni la Punta, Sicily (an enclave of sorts of the larger city of Catania of the province of the same name on Sicily’s eastern coast) are in about as good a shape as you should expect of such an ancient part of the world. Pavement on the narrow, winding streets is in decent condition, but there are nevertheless lots of chunked, cracked and patched sections of the streets.

It was while darting through these tiny corridors, like a rat avoiding the local Don, that I first started to appreciate how well the Monster’s stout new Marzocchi fork and Sachs shock gobbled up the broken and battered concrete. Both front and rear suspension were suitably damped for this type of urban assault, keeping the bike tracking true and me in comfort.

Our ultimate route was to climb a curvaceous road snaking its way out of the area of Zafferana Etnea and up the south side of the ever-smoldering Mt. Etna. At approximately 10,900 feet Etna is the largest active volcano in Europe and dominates the skyline over Catania. Ascending the serpentine, contorted ribbon of concrete presented a good opportunity to reacquaint myself with the Monster’s grunty engine.

The new Marzocchi fork has excellent damping, allowing a rider to fully exploit the Pirelli Diablo Rosso II front tire’s improved grip.

Powerful torque, particularly noticeable starting around 4000 rpm and building all the way to the 8500-ish rev limit, develops in a deliberate but linear manner. This steady delivery of power proved useful for digging out of the numerous hairpin switchbacks that at times made the road seem as though it was layering over itself. It was also during the climb that I found myself cursing ever-stricter emissions regulations that have caused Ducati to burden the 1100 with gearing taller than I would like in cogs 2 and 3.

While torque is plentiful, run a gear too high while attempting to exit a slow speed corner and you’ll likely find the engine lugging and chugging. These less-than-ideal gear ratios aren’t limited to the 1100, as we’ve bemoaned tall gearing on the Monster 796 and Hypermotard 796, too.

After reaching the road’s highpoint we stopped for a cappuccino, café Americano, espresso or whatever injection of Italian water you like, at a café located in the alpine-like village of Rifugio Sapienza. Here, small roadside stands and average-looking shops sell the usual array of tourist-y trinkets, most of which are made from or have something to do with lava rock. The stuff’s plentiful, after all, since it covers much of the mountainside, creating a lunar landscape for mile after mile up and down the mountain.

If you’re really feelin’ your alpine oats, there’s downhill skiing action in Rifugio. Just don’t get disappointed by the single chairlift if you’re used to Summit County, Colorado.

After inhaling a couple of the best cannolis I’ve ever had, it was time to go down the mountain toward Nicolosi where the road straightens and re-enters city life. This portion of the ride, like the climb up, gave me new opportunities to assess different aspects of the new Monster’s performance.

Both the red and black color schemes sport a wide racing stripe down the middle. The red color has a white contrast while the black Monster 1100 EVO has subtler but still attractive silvery gray stripe.

Steering ease, mid-corner stability, front-end feedback and overall chassis performance is excellent. The unflappable chassis inspires a rider’s confidence in the front-end, with the whole bike tracing an effortless arc ‘round each bend. The Monster 1100 EVO’s nimble but planted chassis (as well as the 696 and 796’s for that matter) is a genuine and defining strength of this Duc.

Since there’s so much loose, sand-like lava rock dust in certain spots, both going up and down the mountain, there were lots of chances for DTC to put itself in action. Level 2 seemed ideal for my riding, as it prevented spin up in low traction sitches (gravel, sand) but never struck me as overly intrusive. However, at low speeds, like when getting on the gas while pulling away from a stop in low traction conditions like gravel patches, even DTC Level 1 can intervene rather abruptly, to the point that the bike feels as though it's going to stall.

DTC access via a single Mode switch on the left-side switch pod – the same switch that also accesses all other settings in the LCD instrument panel – isn't intuitive enough.

It took several attempts to discern that holding the switch one way accesses a DTC submenu, and that changing DTC levels requires the switch move in the opposite direction. It takes some time to get the routine down, but once figured out the process is less complex. You can disable DTC altogether, and the system will retain its setting when the bike is switched off. The ABS system is also defeat-able but defaults to ON each time the ignition is turned on.

ABS, like DTC, is a good and practical feature, but the anti-lock system struck me as “first generation,” and not as refined as ABS on some current model sportbikes.

A machine perfect for carving arcs in the mountains, the Monster 1100 EVO is equally at home pulling commuter duty. It’s both a great weekend play toy and urban-assault weapon.

At times the system produces some serious backpressure or “pump-up” when ABS activates. The sensation is that the Brembo radial master cylinder’s lever has stopped moving. This intermittent but funky feel is more profound at the rear brake pedal; it’s as if the pedal or lever has reached the end of its travel despite not actually doing so. Hard to say exactly what the ABS is or isn’t doing, but its as though the system isn’t opening and closing the control valve quickly enough to allow the brakes to apply and release as often they should.

To clarify, it took routinely aggressive application of the radial-mount Brembo calipers to get the ABS to act up; under normal use the system was trouble-free. And, in fairness, this delayed pulsing at the lever isn’t exclusive to the Monster 1100. I’ve had similar experiences on other ABS sets from different manufacturers.

The new back-torque-limiting clutch works well. Despite my best efforts to induce rear-wheel hop after rapid-fire, high-rpm downshifts, the clutch kept the gearbox from binding under engine braking. The slipper-style clutch and smooth-shifting 6-speed transmission performed on par with some of the best clutch/transmissions around – Japanese-bike-like, if you will.

Summary

The Monster 1100 EVO replaces the standard, as well as the Ohlins-equipped S model 1100, in the 2011 Monster lineup. While it usually isn’t good to eliminate choices for the consumer, all the updates on the EVO only serve to make a bike we liked before even better. Sweetening the deal is an MSRP of $11,995, the same price as last year’s base model.

Ducati retained all that we liked about the previous model Monster 1100 in the new EVO 1100, and adds to it worthwhile updates and enhancements, while at the same time keeping consumers’ tightly held pocket books in mind. Grazie, Ducati!

A quick review of the KTM 50 Mini Adventure

noreply@blogger.com (hadinetworks hadi) — Sat, 30 Apr 2011 09:22:00 +0000

If you are looking for a good bike to start your baby, you could certainly no worse than pick KTM 50 Mini Adventure. The bike is designed for children three years and is an excellent introduction to cycling, but still allows a little punch. The bike is preferred by most because of its speed, and the reputation of the KTM in the motocross world. The seat of 650mm means up, that there should be accidents can be adjusted, the driver will not fall as much as possible to prevent injuries.

The KTM Adventure Mini uses a 49 cc single-cylinder two-stroke engine that runs on a mixture of fuel and oil. This is a motorcycle to increase, with a single-speed automatic transmission, long travel suspension and has a tank capacity of about half a gallon. This often means fuel loads are likely, but not necessarily a bad thing to have your three-year drive around the city is generally not something you want. The offered price for the bike runs just over three grand after all is said and done, but used or older models can easily be acquired only by a quick search on the Internet. Spare parts and exchange are also abundant on the Web and are generally quite favorable, because the popularity of Dirt Bike.

One of the most important bike for sale (or have problems, depending on how you feel with your child) is its speed. It is a very fast bike for size and age, in which children will ride. Some parents may be somewhat restrained, their young children because of the speed he can give really go. However, if you're interested in your child are world class dirt bike racing, is speed on the mini is an excellent starting point. It deals very well with the front brakes and rear disc brakes, and looks very solid as he imitates his great counterpart to every boy should know.

The bike has a history extremely well, but when you start the bike, had some trouble, customers at idle and the bike is uncommon, but the problem is fixed without further changes. We do not know if this is a manufacturing defect in the model year 2008 or not.

to go in terms of cycles begin, the KTM Adventure Mini one of the most popular of its kind and has a consistently high scores in reviews filled with motorcycle. There are very few bikes on the market offers both for so little money to enlarge. The Mini is a great way to get your child into the world of dirt biking interested. Remember, would keep an eye on your dirt bike, because the sheer power could be housed inside the wheel slightly too much for small children and it could escape the worst time.

A brief history of BMW motorcycles

noreply@blogger.com (hadinetworks hadi) — Sat, 09 Apr 2011 11:01:00 +0000

The history of BMW motorcycles dates back to 1921 when the company began producing engines for other companies. BMW (Bayerishe Motoren Werke) started out his first bike to R32 in 1923. Currently, the manufacture of motorcycles, the company under the BMW motorcycle.

In 1916, in possession of both companies Flugzenmaschinenfabrik (an aircraft factory) by Gustav Otto and Karl Rapp form airframes Germany had joined the company Bavarian aircraft plants. First, he makes aircraft engines and was later renamed Bayerische Motoren Werke Bayerische Motoren Werke (BMW) by Max Friz and Karl Rapp in 1917. Your logo contains a medallion, representing an airplane propeller was in a blue sky, and is popular today to BMW vehicles.

The Air Force funded German BMW manufacturing Fokker DV II, which was the best aircraft of the day. But at the end of World War I in 1919, the Treaty of Versailles was signed, and Germany was forbidden to make airplanes. Reluctantly turned the head of the company's designer Max Friz engines of automobiles and motorcycles make to keep the company afloat. More importantly, he designed the two-cylinder boxer engine, which is better known as "Boxer" engine today. The M2B15 his first boxer-engine Douglas took the British design, the BMW was a moderate success. A successful version was followed shortly thereafter by a light metal cylinder head.

In 1923, the R32, the first BMW motorcycle was produced. With aluminium-alloy cylinder heads, engine lubrication system is a recirculating wet cooling systems swamp was a feature very advanced for its time. This system was used by BMW to 1969, and the R32 has been the basis for future boxer powered motorcycles. He also had a drive shaft, which retained until the F650 was introduced in 1994, was - the F650 series has no shaft.

In 1935, BMW launched the first bike with suspension fork. In 1937 Ernst Hene set a world record that 14 years was riding 500cc OHC supercharged BMW 173.88MPH. Ernst unfortunately died in 2005 at the age of a hundred.

BMW lay in ruins until the end of World War II. Surrender of Germany, the company from motorcycles later banned, and his top engineers were taken to Russia and the United States for their labour in the production of engines produced by BMW continues, during the war. After the ban was lifted, he had to start from scratch, and engineers have the pre-war motorcycles can be used as the basis of their designs. In 1948, the first war of the post-cycle engine from BMW, and exceeded 17,000 units in 1950.

The BMW R68 motorcycle racing was in 1951 and launched in 1954, 30,000 motorcycles. In 1957 he declined to 5,500 or less, and it exports eighty-five percent of the boxer twin powered motorcycles in the late 1950s, the United States. From 1960 to 1984 BMW was in financial trouble if they regularly introduced single-cylinder models offer the latest in the series ie, R27 in 1960. During this time, however, a number of high-boxer twins have been produced, including a model that many consider one of the great classics of modernity - the R90S.

In 1983, BMW launched a water-cooled 1000cc, four cylinders, K100 in Europe, which was introduced in the United States the following year. The demand for his boxer never wavered, and so he sat on models of the boxer to make. In 1985 he led a 750cc three-cylinder version of a four-cylinder, which was smoother. In 1987 R100RT motorcycle sport boxer engine was again started with the single-lever rear suspension. In 1989, the K1, a sports motorcycle was introduced K100 basis. ABS was introduced in 1988 and became the standard for all models of BMW motorcycles K. The F650 was introduced in 1994.

BMW Motorcycles - A small motorcycle wisdom

noreply@blogger.com (hadinetworks hadi) — Thu, 07 Apr 2011 10:54:00 +0000

Why BMW motorcycles? There are many reasons, I'm sure. One reason why I can give you is that I have been riding for over 10 years, and they had never left me. Except for the operation of gas once because of my stupidity.

Some other positive aspects: they have a good performance, you get great gas mileage (usually 45-70 MPG depending on which model you choose), behave very stable, long-distance comfort, and just fun to drive!

What's not to love?

I know some think that BMW motorcycles are the most expensive bike around, but that's not true. Like everything else, you can choose a large or small amount on them by type, size and amount of accessories you spend. They have entry level bikes to high-end models and everything else. Other manufacturers have bikes that cost as much if not more.

I have been riding motorcycles since 1987 and have owned many brands and sizes. I've heard golden wings, and some others, including Harley, Yamaha and a few small Honda.

I acted in a Gold Wing after test driving a BMW R1100GS. It was the first BMW I had many a great dual sport bike, handled a large and has a lot of fun. There have been several others over the years, including K1200LT, a luxury touring car that my wife and I went back to Georgia and is. It was a very pleasant trip. Saw temperatures of 32 degrees F to 90 ° C, fog and rain.

I currently have a R1200RT. It is a sport touring type of bike and my favorite so far. It weighs less than the full touring bikes boats, but it's still very comfortable. Since it can move around 100 horses quickly if you need. Or just want him.

This bike has many good things about what my wife really loves. Heated seats, a power that can connect an electric vest (one of the many accessories for BMW motorcycles) in cold weather and a suspension that I can set a button to choose a setting of comfort for them. This is an important consideration for us because they can cause back surgery and not really too hard a race without pain. She said that this bike better than I am. She loves it! And if she's happy, I'm happy!

It also has an electrically adjustable windscreen Cat's Meow! "Can on the fly to be adjusted, I call that" It is just right "to the position of the wind control. On this beautiful machine are heated grips, cruise control, removable side bags and trunk and ABS brakes. In my humble opinion is the best bike to travel around the bike. I just need more time to assemble.

Wisdom and knowledge

My entry into the world of BMW motorcycles BMW motorcycles Gina began in Iowa City, Iowa. The owners, Gina and Julius Düsterhöft runners on. You always have a great source of help and advice for me.

If you think getting a motorcycle, then a BMW. Make sure a dealer you like and can be found easily. I have and I do not regret it. They have much experience and knowledge they can share with you save a lot of trouble. Ride the different models and see for yourself that they do and feel. I think you will see they are a very good value. Most of the time, the old adage true - you get what you pay for. I think this is true for BMW motorcycles.

You can sound like a commercial for BMW motorcycles to think, but it is not. I'm just my experiences to help you make an informed decision when choosing your next bike purchase. There are many possibilities. After several years of riding I have chosen to BMW for my walks. I only wish I had done earlier. Happy Trails!

BMW motorcycles, you simply choose your own style to create navigation

noreply@blogger.com (hadinetworks hadi) — Wed, 06 Apr 2011 10:49:00 +0000

BMW Motorcycles of motorcycle, a German company that has been produced in this business since the early 1920s. Although the beginnings of the company closely linked to the production of aircraft is the name, it was in 1923, the first motorcycle that was manufactured in a factory. They currently works in Berlin, Austria, Taiwan and China. The models are produced and they produce very different categories of 450cc to 1300cc. Some activities are designed, while others sport to travel off-road and dual-use applications.

BMW motorcycles have won a great reputation by winning several prestigious racing competitions and national and international competitions. Take, for example, the Dakar Rally that goes from Europe to Africa every year. BMW motorbikes are a constant presence in this race, not to mention they have won six titles so far in this competition. In 2008 and 2009 BMW Motorcycles of the World Superbike Championship with S1000RR became.

Each person can buy a motorcycle choose from different categories.

F-series have the capacity to 800cc, parallel twin engines and use either a string or a belt.

The G-Series has a smaller engine capacity between 450 and 650 cc. They have single cylinder and they have a chain drive. The 450 models are manufactured in Taiwan, while the 650 cc engines are manufactured in China.

There are two models in the R-Series R1200GS, R1200T. They all have a capacity of 1200 cc, twin and shaft drive.

BMW Motorcycles K-Series engines have four and a displacement of 1200-1300cc. They are also great models, and you can choose between K1200LT, K1200S, K1300GT, K1300S and K1300R.

And finally, the S-series includes popular sport bikes with an inline-four engines and a capacity of 999 cc.

It is important to see more models and practice tests before buying any type of bicycle. Select the BMW motorcycle that best fit your driving style, your purpose, preferences and individuality. You can be to get information and technical advice in every store or online reseller.

Then changes the price on the type, capacity and general engineering design. The 450 and 650 cc BMW motorcycles are the cheapest to fall, but the price is also from the fact that these models have lower production costs justified.

Get a classic BMW motorcycles for sale

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BMW to sell motorcycles are now widely used in racing and the teams that are BMW motorcycles use regular winner. Purchase of used or second hand motorbikes, save lots of money. Once they are out of the showrooms, they lose more percent of their value. BMW motorcycles are perfect ride for cyclists, who can trust their reliability and durability associated with it. Buy BMW is not cheap in price, as demand for the BMW is a great demand by many bikers.

BMW has started production in 1923 with the bike and came up with the new models of technological development. It is much more attractive and his incredible style with good performance attracts bikers for BMW motorcycles. Many dealers offer to sell BMW motorcycles, but it is important to review all legal documents prior to purchase.

When buying cars is to keep them as things, how much you spend? How much are you willing to spend on the BMW? The award is given by the seller rather than the actual cost, there are several expenses add up to him. Before buying the BMW make sure to inspect the right things. Check brakes, clutches, locks, wheels, etc., so you do not have to pay more money in repairs.

There are two basic models of BMW motorcycles know-R series and K series The Door R-series with two cylinders in opposite directions, while the K-Series with 3-4 cylinders. The F-Series comes with a single cylinder, carburettor and chain. Modern fuel injected carburettor motorcycles and bicycles are the older type of the R-series. The K-Series is known that bikes are winners for its dependability, reliability and durability.

The R1200RT, R1200R missile, K-series, the F800S, etc. all offer the latest machines with the new facility. F800 is one of the best BMW motorcycle, it is relatively easy and quick with the most comfortable riding position so you can ride all day. He was surprisingly powerful engines, great brakes and great zing. The engine delivers incredible torque and parallel to power with its 6-speed 8500rpm. The suspension of the F800 is incredibly easy to program that offers a speed fast enough to use.

buy motorcycle operator factors such as quality and price, which afford the proper BMW motorcycle can. Our main goal is customer satisfaction and meet our team works very hard.