Grease n Gasoline

Custom Kawasaki W650 | Maria Motorcycles

noreply@blogger.com (Melwin Daniel Nadar) — Thu, 23 May 2013 02:23:42 PDT

Custom Kawasaki W650 | Maria Motorcycles
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Project: HURRICANE JANE
Hurricane Jane is a '02 Kawasaki W650. For this custom build, Maria drew inspiration from the 60´s classic cars, a golden era when cars were simple and beautiful; silver paintings, brown interiors leathers, shining chrome, .... Based on that and of course in our design approach, we search for that simple and classy look. All painting was made using subtle colours - silver, grey, white and black. A leather brown seat that pairs with the granturismo handlebar grips and the golden chain was chosen. An Ace Clubman handlebar turned out to be the perfect match to the vintage café racer style.The headlight was replaced with a smaller one, integrated with a front number plate (here without number). On the rear we choose a tail lamp used on 1915-33 HD models.

Fearing to become a cliche by using Firestone Deluxe tires, we tried several options but we finally gave in, these are perfect for this kind of bike, what´s right is right. To overpower it´s stock overall presence we shopped both front and rear fenders, this makes them really visible now. The tires are mounted on alloy rims with new spokes and painted hubs.To have a past and patina is to have a personality, this bike is intended to have some history behind it so we did not want to give it a brand new shiny look. Some parts where intentionally left as they were in order to preserve the personality that we didn´t want to erase. A mixture of shiny and raw is something that we find conceptually cool, like the 60´s cars.Hurricane Jane comes alive when you crank it up. The two cylinders 650cc engine is surprisingly powerful, helped by the carb tuning it´s now able to toss it up with some British 900cc. Noisy as they can get, the vintage mufflers give us a feeling of riding a real beast.The Daytona speedometer is fitted behind the number plate so you can always know how much faster above the legal limit you're going!!This W650 is small and sweet but really fast and noisy. Meet Jane, a serious Hurricane!

Afterburner

noreply@blogger.com (Melwin Daniel Nadar) — Wed, 22 May 2013 11:54:36 PDT

Afterburner

An afterburner (or a reheat) is an additional component present on some jet engines, mostly military supersonic aircraft. Afterburner purpose is to provide an increase in thrust, usually for supersonic flight, takeoff and for combat situations. Afterburning is achieved by injecting additional fuel into the jet pipe downstream of (i.e. after) the turbine. The advantage of afterburning is significantly increased thrust; the disadvantage is its very high fuel consumption and inefficiency, though this is often regarded as acceptable for the short periods during which it is usually used.Pilots can activate and deactivate afterburners in-flight and jet engines are referred to as operating wet when afterburning is being used and dry when not. An engine producing maximum thrust wet is at maximum power, while an engine producing maximum thrust dry is at military power.
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Afterburner Principle

Jet engine thrust is governed by the general principle of mass flow rate. Thrust depends on two things: the velocity of the exhaust gas and the mass of that gas. A jet engine can produce more thrust by either accelerating the gas to a higher velocity or by having a greater mass of gas exit the engine. Designing a basic turbojet engine around the second principle produces the turbofan engine, which creates slower gas but more of it. Turbofans are highly fuel efficient and can deliver high thrust for long periods of time, but the design trade-off is a large size relative to the power output. To generate the increased power with a more compact engine for short periods of time, an engine requires an afterburner. The afterburner increases thrust primarily by accelerating the exhaust gas to a higher velocity. While the mass of the fuel added to the exhaust does contribute to an increase in thrust, this effect is small compared to the increase in exhaust velocity.
The temperature of the gas in the engine is highest just before the turbine, and the ability for the turbine to withstand these temperatures is one of the primary restrictions on total dry engine thrust. This temperature is known as the Turbine Inlet Temperature (TIT), one of the critical engine operating parameters. Because a combustion rate high enough to consume all the intaken oxygen would create temperatures high enough to overheat the turbine, the flow of fuel must be restricted to an extent that fuel rather than oxygen becomes the limiting factor in the reaction, leaving some oxygen to flow past the turbine. After passing the turbine, the gas expands at a near constant entropy, thus losing temperature.The afterburner then injects fuel downstream of the turbine and reheats the gas. In conjunction with the added heat, the pressure rises in the tailpipe and the gas is ejected through the nozzle at a higher velocity. The mass flow is also slightly increased by the addition of the fuel.
Afterburners do produce markedly enhanced thrust as well as (typically) a very large flame at the back of the engine. This exhaust flame may show shock diamonds, which are caused by shock waves formed due to slight differences between ambient pressure and the exhaust pressure. These imbalances cause oscillations in the exhaust jet diameter over distance and cause the visible banding where the pressure and temperature is highest.

Afterburner Design
A statically mounted Pratt & Whitney J58 engine with full afterburner on disposing of the last of the SR-71 fuel prior to program termination. The bright areas seen in the exhaust are known as shock diamonds.
A jet engine afterburner is an extended exhaust section containing extra fuel injectors, and since the jet engine upstream (i.e., before the turbine) will use little of the oxygen it ingests, the afterburner is, at its simplest, a type of ramjet. When the afterburner is turned on, fuel is injected and igniters are fired. The resulting combustion process increases the afterburner exit (nozzle entry) temperature significantly, resulting in a steep increase in engine net thrust. In addition to the increase in afterburner exit stagnation temperature, there is also an increase in nozzle mass flow (i.e. afterburner entry mass flow plus the effective afterburner fuel flow), but a decrease in afterburner exit stagnation pressure (owing to a fundamental loss due to heating plus friction and turbulence losses).
The resulting increase in afterburner exit volume flow is accommodated by increasing the throat area of the propulsion nozzle. Otherwise, the upstream turbomachinery rematches (probably causing a compressor stall or fan surge in a turbofan application). Older designs did not have a variable geometry nozzle but managed to operate well enough. Modern designs incorporate not only VG nozzles but multiple stages of augmentation via separate spray bars.
To a first order, the gross thrust ratio (afterburning/dry) is directly proportional to the root of the stagnation temperature ratio across the afterburner (i.e. exit/entry).
Afterburner Limitations
Due to their high fuel consumption, afterburners are usually used as little as possible; a notable exception is the Pratt & Whitney J58 engine used in the SR-71 Blackbird. Afterburners are generally used only when it is important to have as much thrust as possible. This includes takeoffs from short runways (as on an aircraft carrier) and air combat situations.
Afterburner Efficiency
In heat engines such as jet engines, efficiency is best when combustion is done at the highest pressure and temperature possible, and expanded down to ambient pressure (see Carnot cycle).
Since the exhaust gas already has reduced oxygen due to previous combustion, and since the fuel is not burning in a highly compressed air column, the afterburner is generally inefficient compared with the main combustor. Afterburner efficiency also declines significantly if, as is usually the case, the inlet and tailpipe pressure decreases with increasing altitude.
This limitation only applies to turbojets. However, in a military turbofan combat engine the bypass air serves to cool the turbine blades and is added into the exhaust, hence, increasing the core and afterburner efficiency. For turbojets the gain is limited to 50%, while it depends on the bypass ratio in a turbofan and can be as much as 65%.
However, as a counter-example, the SR-71 had reasonable efficiency at high altitude in afterburning mode ("wet") due to its high speed (mach 3.2) and hence high pressure due to ram intake.
Influence on cycle choice
Afterburning has a significant influence upon engine cycle choice.
Lowering fan pressure ratio decreases specific thrust (both dry and wet afterburning), but results in a lower temperature entering the afterburner. Since the afterburning exit temperature is effectively fixed, the temperature rise across the unit increases, raising the afterburner fuel flow. The total fuel flow tends to increase faster than the net thrust, resulting in a higher specific fuel consumption (SFC). However, the corresponding dry power SFC improves (i.e. lower specific thrust). The high temperature ratio across the afterburner results in a good thrust boost.
If the aircraft burns a large percentage of its fuel with the afterburner alight, it pays to select an engine cycle with a high specific thrust (i.e. high fan pressure ratio/low bypass ratio). The resulting engine is relatively fuel efficient with afterburning (i.e. Combat/Take-off), but thirsty in dry power. If, however, the afterburner is to be hardly used, a low specific thrust (low fan pressure ratio/high bypass ratio) cycle will be favored. Such an engine has a good dry SFC, but a poor afterburning SFC at Combat/Take-off.
Often the engine designer is faced with a compromise between these two extremes.
Afterburner Usage
MiG-23 afterburner
As early as during the Second World War, the principle was in development for the British Power Jets W.2/700 with what was termed at the time a "a reheat jetpipe" for the Miles M.52 supersonic aircraft project.
Early US research on the concept was done by NACA, in Cleveland, OH, leading to the publication of the paper "Theoretical Investigation of Thrust Augmentation of Turbojet Engines by Tail-pipe Burning" in January 1947.
Post war, the McDonnell F3H Demon and the Douglas F4D Skyray were designed around the Westinghouse J40 turbojet engine, rated at 8,000 lbf (36 kN) thrust without afterburner. The new Pratt & Whitney J48 turbojet, at 8,000 lbf (36 kN) thrust with afterburner, would power the Grumman sweptwing fighter F9F-6, which was about to go into production. Other new Navy fighters with afterburners included the high-speed Chance Vought F7V-3 Cutlass, powered by two 6,000 lbf (27 kN) thrust Westinghouse J46 engines.
In the 1950s several large reheated engines were developed such as the de Havilland Gyron and Orenda Iroquois. In the United Kingdom, the Rolls-Royce Avon was made available with reheat and powered the English Electric Lightning, the first supersonic aircraft in RAF service. The Bristol-Siddeley Rolls-Royce Olympus was also given reheat for the TSR-2 and was fitted to Concorde in such a state (Bristol Siddeley had by then become part of Rolls-Royce and the nozzle and reheat system was developed by Snecma).
Afterburners are generally only used in military aircraft and are considered standard equipment for fighter aircraft. The handful of civilian planes that have used them include some NASA research aircraft, the Tupolev Tu-144 and Concorde, and the White Knight of Scaled Composites. Concorde and the Tu-144 had this capability and flew long distances at supersonic speeds. Sustained high speeds would be impossible with the high fuel consumption of reheat, and these aircraft used afterburners at takeoff and to minimise time spent in the high drag transonic flight regime. Supersonic flight without afterburners is referred to as supercruise.
A turbojet engine equipped with an afterburner is called an "afterburning turbojet", whereas a turbofan engine similarly equipped is sometimes called an "augmented turbofan".
A "dump-and-burn" is a fuel dumping procedure where dumped fuel is intentionally ignited using the plane's afterburner. A spectacular flame combined with high speed makes this a popular display for airshows, or as a finale to fireworks. Fuel dumping is primarily used to reduce the mass of an aircraft to avoid a heavy / high speed landing; thus other than for safety or emergency reasons, the dump and burn procedure does not have a practical use.

Moto Guzzi cafe racer | Philip

noreply@blogger.com (Melwin Daniel Nadar) — Wed, 22 May 2013 07:18:40 PDT

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By Philip Barbican you can 'expect only the best ... how this new cafe Racer based on a Moto Guzzi. from finishing that and the components sought but never "trivial" or excessive!

Cykno Electric Bicycle

noreply@blogger.com (Melwin Daniel Nadar) — Wed, 22 May 2013 05:18:35 PDT

Cykno Electric Bicycle | Cykno Electric Bicycle Price | Cykno e-Bike specs
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A new Italian-made eBike has arrived just in time for Milan design week, the Cykno Electric Bicycle. This vintage-inspired, electric-enhanced Cykno Electric Bicycle provides pedal assist power for long rides with an increased pace. Hills, wind and rough terrain are no match for the Cykno Electric Bicycle, as the internal battery and motor system even out the creases for a smooth, pleasurable ride.The design of the Cykno eBike is vintage in spirit, recalling the bicycle designs of the early-to-mid 20th century. Carbon fiber and fine leather are used liberally in this design, while classy bits of character are added in the unusual seat design, old-world headlight and radial spoke wheels. Inside the frame, a 250 watt or 500 watt battery provides 60km of pedal-assist cruising on a single charge. While resting, the Cykno Electric Bicycle can recharge in 4 hours on a standard plug, ready to ride again at the end of the work day or the following morning.

Cykno Technical Data
Cykno is composed of a monocoque frame, radial spokes wheels and front fork made in carbon fiber and stainless steel pipes. Every element of the vehicle is crafted and produced following a specific design. The unusual seat is suspended on a stainless steel blade and upholstered with fine and selected leathers; the same precious leathers are used to upholster the handlebars and other parts of the frame. Central motor with latest technology, lithium polymer battery with high energy density. Cykno may praise itself of circa 60km of autonomy, 250/500 watts of power, weighing a total of 26kg.
> Monocoque frame, radial spokes wheels and fork all entirely in carbon
> Aluminium hubs
> Centrally mounted Swedish manufacture motor on a carbon cradle that matches the frame perfectly
> High energy density lithium polymer battery pack
> Radial brake master cylinders with carbon fiber levers
> Radial brake calipers mounted on 203mm stainless steel floating discs with aluminium hub
> All the parts in aluminium, like pedals, handlebar stem, fork bottoms, rear caliper support and screws are made to specific design for this application only and all parts are made in Italy
> The battery charger, with cable is stored on-board
> Power – 250/500 Watts
> Battery capacity – 360 Wh
> Charging time – 4 hours
> Autonomy – 60 km
> Wheels – 26”x3.00”
> 203 mm hydraulic disc brakes
> Wheelbase – 139 cm
> Weight – 26 kg
> Pedal assist with torque sensor

CRD Honda CB750 Cafe Racer

noreply@blogger.com (Melwin Daniel Nadar) — Tue, 21 May 2013 23:33:55 PDT

This custom Honda Cafe Racer by CRD Motorcycles, dubbed “Brownie”, Cafe Racer built on the 1980 Honda CB750, one of the more popular and respected bikes of its time. Each individual element is perfectly styled, from the exhaust pipes to the seat and the air filters to the gas tank by crd

DUCATI ST2 CAFE RACER

noreply@blogger.com (Melwin Daniel Nadar) — Tue, 21 May 2013 10:09:33 PDT

Sagari Motorcycle

Custom Yamaha RD400

noreply@blogger.com (Melwin Daniel Nadar) — Tue, 21 May 2013 00:50:02 PDT

Julian Farnam's Custom Yamaha RD400 | Yamaha RD400 | Custom Motorcycle | Custom Bike | custom Yamaha RD400 way2speed.com SUBSCRIBE TO OUR DAILY EMAIL OR FOLLOW US ON FACEBOOK, TWITTER, YOUTUBE, And PINTEREST

Mild-mannered Julian Farnam, a respected member of his Livermore, CA, community and an accomplished Industrial Designer at Dolby Labs, is definitely a Dirtbag. Farnam has been building unconventional motorcycles for decades, including a hub-center-steered RZ350 that's his daily driver. A decade or so ago, Farman also produced the AK-1 roadrace frames for Kawasaki EX500 engines, and he's been a Dirtbagger since 2010, when he entered the contest with a chopped VF700 Interceptor.This year's design, which earned the coveted Coolest Bike title, began with a 1977 Yamaha RD400 frame and swingarm sourced off Craigslist for $75, combined with engine cases purchased for $45 off a two-stroke forum and engine internals from Farnam's own private stash."A Yamaha two-stroke twin was an obvious choice," Farnam says. "Because I love these motors, I wanted to do something cool with the suspension, though. Choppers traditionally use leading-link springer front ends, so I started there. I sketched on the BART train during my commute and filled up around 50 pages of my sketchbook before I finalized the design."

Farnam built the fork from scratch using tubing, steel plate, and parts-bin shocks. The raked frame was welded in his driveway, and the RD swingarm was extended at the back. The Daytona Special gas tank was acquired by trade, and stretched into a new shape using a hydraulic jack. Wheel hubs were rescued from the metal recycler, keeping the project well within the contest's $1000 budget limit, at $937 dollars. Farnam estimates he has about 170 hours invested in this build.How does it handle? "The Mulholland front shocks are clapped out and a bit bouncy," Farnam reports. "And I need to move the foot pegs forward. It could also use a little more trail to eliminate some low-speed wobble, but at speed on an open road it's a pleasure to ride. Compared to racing or performance bikes, Dirtbag builds are a vacation," Farnam says. "I can just let my imagination loose and have some fun. It's okay if the bike doesn't ride perfectly."
Source The Kneeslider

Ferrari Motorcycle

noreply@blogger.com (Melwin Daniel Nadar) — Mon, 20 May 2013 07:44:54 PDT

Ferrari Motorcycle | Ferrari Motorcycle Concept | Ferrari Motorcycle design | Ferrari Motorcycle Rendering | way2speed.com

Dario-pellegrino

Gran Turismo 6

noreply@blogger.com (Melwin Daniel Nadar) — Sun, 19 May 2013 19:20:43 PDT

Gran Turismo 6 | Gran Turismo 6 Price $50 | Gran Turismo 6 Demo
Gran Turismo 6 way2speed.com
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Having sold over 10 million copies of Gran Turismo 5, you knew that sooner or later Gran Turismo 6 would be coming down the road. The new Gran Turismo 6 game lets you choose from 1200 cars, drive them in 31 locations and burn rubber on 71 different course layouts. Gran Turismo 6 Demo out in July for PS3.

Aston Martin CC100 speedster concept

noreply@blogger.com (Melwin Daniel Nadar) — Sun, 19 May 2013 12:38:51 PDT

Aston Martin CC100 speedster concept ( Aston Martin CC100 speedster spec, Aston Martin CC100 speedster features)

Aston Martin has released full details for its Aston Martin CC100 speedster based on the V12 Vantage, following the striking concept’s debut at the Nürburgring 24 Hours this weekend where the automaker is competing.The concept was created in celebration of Aston Martin’s centenary this year and features a design inspired by the lines of the DBR1 race car of the 1950s. A 1959 DBR1 was famously driven to victory in a 1,000-kilometer race at the Nürburgring by Sir Stirling Moss, and both the original race car and the new Aston Martin CC100 speedster made a lap of the legendary German circuit this morning. But it’s not just about reflecting on the past, as the Aston Martin CC100 speedster also looks towards the future, giving us a glimpse of Aston Martin’s future design direction. Key among the concept’s design features is a new take on the Aston grille and fender vent, and a completely new design theme for the rear.
The Aston Martin CC100 speedster was designed and constructed in fewer than six months at Aston Martin’s global headquarters in Gaydon, England. Measuring almost 15 feet nose to tail, and more than 6.5 feet across, the Aston Martin CC100 speedster is proof of the flexible nature of Aston Martin’s trademark Vertical Horizontal (VH) platform design.

Being based on the V12 Vantage, the Aston Martin CC100 speedster packs a front-mounted V-12 engine displacing 6.0 liters and outputting in excess of 500 horsepower. The engine sits in a rigid aluminum chassis and spins the rear wheels via an automated sequential manual gearbox with paddle shifters. According to Aston Martin, the setup is enough to accelerate the concept to 62 mph in just over 4.0 seconds and on to a governed top speed of 180 mph.
The body is all new and is made completely of carbon fiber, tooled and provided by low volume specialists Multimatic. It was designed by Aston design chief Marek Reichman together with the automaker’s exterior designer, Miles Nurnberger.
At its debut in Germany, the Aston Martin CC100 speedster was driven by Aston Martin CEO Dr. Ulrich Bez. He explained that the concept represents the automaker’s sporting heritage as well as its design capability, and it also represents the next generation of Aston Martin sports cars.
“The future of Aston Martin is, very clearly, more exciting now than perhaps at any time in its history and I’m looking forward to seeing the excitement and anticipation that Aston Martin CC100 speedster creates among Aston Martin owners and enthusiasts worldwide,” Bez said.

Read more: http://www.motorauthority.com

Grease n Gasoline

Custom Kawasaki W650 | Maria Motorcycles

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